Unmanned aerial vehicle sensor calibration as part of departure from a materials handling facility

ABSTRACT

This disclosure describes systems, methods, and apparatus for automating the verification of aerial vehicle sensors as part of a pre-flight, flight departure, in-transit flight, and/or delivery destination calibration verification process. At different stages, aerial vehicle sensors may obtain sensor measurements about objects within an environment, the obtained measurements may be processed to determine information about the object, as presented in the measurements, and the processed information may be compared with the actual information about the object to determine a variation or difference between the information. If the variation is within a tolerance range, the sensor may be auto adjusted and operation of the aerial vehicle may continue. If the variation exceeds a correction range, flight of the aerial vehicle may be aborted and the aerial vehicle routed for a full sensor calibration.

BACKGROUND

A digital image is a collection of pixels, typically arranged in anarray, which defines an optically formed reproduction of one or moreobjects, backgrounds or other features of a scene. In a digital image,each of the pixels represents or identifies a color or other lightcondition associated with a portion of such objects, backgrounds orfeatures. For example, a black-and-white digital image includes a singlebit for representing a light condition of the pixel in a binary fashion(e.g., either black or white), while a grayscale digital image mayrepresent the light condition in multiple bits (e.g., two to eight bitsfor defining tones of gray in terms of percentages or shares ofblack-and-white), and a color digital image may include groups of bitscorresponding to each of a plurality of base colors (e.g., red, green orblue), and the groups of bits may collectively represent a colorassociated with the pixel. One common digital image is a twenty-four bit(24-bit) color digital image, in which each of the pixels includes threechannels of eight bits each, including a first channel of eight bits fordescribing an extent of red within a pixel, a second channel of eightbits for describing an extent of green within the pixel, and a thirdchannel of eight bits for describing an extent of blue within the pixel.

A depth image, or depth map, is also a collection of pixels that definesan optically formed reproduction of one or more objects, backgrounds orother features of a scene. Unlike the pixels of a digital image,however, each of the pixels of a depth image represents or identifiesnot a light condition or color of such objects, backgrounds or features,but a distance to objects, backgrounds or features. For example, a pixelof a depth image may represent a distance between a sensor of an imagingdevice that captured the depth image (e.g., a depth camera or rangesensor) and the respective object, background or feature to which thepixel corresponds.

Digital images and/or depth images are often used to aid in aerialnavigation of an aerial vehicle, such as unmanned aerial vehicles(“UAV”). However, calibration of the camera or cameras coupled to theaerial vehicle is often a time consuming task that may delay a departureof the aerial vehicle.

BRIEF DESCRIPTION OF THE DRAWINGS

The detailed description is set forth with reference to the accompanyingfigures. In the figures, the left-most digit(s) of a reference numberidentifies the figure in which the reference number first appears. Theuse of the same reference numbers in different figures indicates similaror identical items or features.

FIG. 1 depicts a view of an unmanned aerial vehicle configuration,according to an implementation.

FIG. 2 depicts an unmanned aerial vehicle performing sensor calibration,according to an implementation.

FIG. 3 is a flow diagram illustrating an example camera calibrationvalidation process, according to an implementation.

FIG. 4 depicts a pre-flight calibration station, according to animplementation.

FIG. 5 depicts a sensor calibration channel, according to animplementation.

FIG. 6 is a flow diagram illustrating an example pre-flight sensorcalibration process, according to an implementation.

FIG. 7 is a flow diagram illustrating an example pre-flight structuraland mechanical validation process, according to an implementation.

FIG. 8 is a flow diagram illustrating an example channel sensorcalibration process, according to an implementation.

FIG. 9 depicts an environment with identifiers with which an unmannedaerial vehicle may perform sensor calibration validation, according toan implementation.

FIG. 10 depicts a delivery destination prior to a delivery of an item byan unmanned aerial vehicle, according to an implementation.

FIG. 11 depicts a delivery destination subsequent to a delivery of anitem by an unmanned aerial vehicle, according to an implementation.

FIG. 12 is a flow diagram illustrating an in-flight sensor calibrationvalidation process, according to an implementation.

FIG. 13 is a flow diagram illustrating a payload delivery sensorcalibration validation process, according to an implementation.

FIG. 14 is a block diagram of an illustrative implementation of anaerial vehicle control system that may be used with variousimplementations.

While implementations are described herein by way of example, thoseskilled in the art will recognize that the implementations are notlimited to the examples or drawings described. It should be understoodthat the drawings and detailed description thereto are not intended tolimit implementations to the particular form disclosed but, on thecontrary, the intention is to cover all modifications, equivalents andalternatives falling within the spirit and scope as defined by theappended claims. The headings used herein are for organizationalpurposes only and are not meant to be used to limit the scope of thedescription or the claims. As used throughout this application, the word“may” is used in a permissive sense (i.e., meaning having the potentialto), rather than the mandatory sense (i.e., meaning must). Similarly,the words “include,” “including,” and “includes” mean “including, butnot limited to.” Additionally, as used herein, the term “coupled” mayrefer to two or more components connected together, whether thatconnection is permanent (e.g., welded) or temporary (e.g., bolted),direct or indirect (i.e., through an intermediary), mechanical,chemical, optical, or electrical. Furthermore, as used herein,“horizontal” flight refers to flight traveling in a directionsubstantially parallel to the ground (i.e., sea level), and that“vertical” flight refers to flight traveling substantially radiallyoutward from the earth's center. It should be understood by those havingordinary skill that trajectories may include components of both“horizontal” and “vertical” flight vectors.

DETAILED DESCRIPTION

This disclosure describes an aerial vehicle, such as an unmanned aerialvehicle (“UAV”), that includes a plurality of cameras and/or othersensors in which the calibration of the camera and/or other sensors maybe autonomously verified and, in some instances, adjusted to improve thecalibration. For example, the aerial vehicle may be configured to obtainimages of one or more objects that are positioned at known locationswithin an environment in which the aerial vehicle is operating. Imagesof those objects are then processed to determine processed information(e.g., size, shape, color, position, orientation) corresponding to theobject as represented in the image. The processed information is thencompared with actual information about the object to determine avariation between the determined processed information and the actualinformation. If the variation exceeds a threshold, it may be determinedthat the aerial vehicle is to be removed from operation and the cameraand/or other sensors fully calibrated, which may be manually performed.If the variation is within a variation range, operation of the aerialvehicle continues. In some instances, the calibration of the cameraand/or sensor for which the variation was detected may be adjusted toaccount for the variation. For example, a software correction may beapplied to the sensor information to account for the determinedvariation.

In addition to aerial vehicle sensor calibration performed by the aerialvehicle, one or more calibration channels that are separate from theaerial vehicle, and/or an aerial vehicle management system that isseparate from the aerial vehicle, may be configured to obtaininformation about the aerial vehicle and determine if calibration of thecamera and/or other sensors of the aerial vehicle need to be calibratedprior to a flight of the aerial vehicle. For example, a calibrationverification channel may be positioned within or adjacent a materialshandling facility and an aerial vehicle may aerially navigate throughthe channel as the aerial vehicle is departing the materials handlingfacility. The channel may include a plurality of cameras and/or othersensors (e.g., distance determining elements, microphones) that obtaininformation about the aerial vehicle as the aerial vehicle passesthrough the channel. The obtained information is processed to determineif one or more of the sensors of the aerial vehicle need to becalibrated.

For example, the aerial vehicle management system may receive sensorinformation from one or more sensors positioned within the channel andreceive sensor information from the aerial vehicle corresponding to oneor more aerial vehicle sensors. The different sets of sensor informationmay be compared to determine a variation between the sensor informationdetermined from the channel sensors and the sensor information receivedfrom the aerial vehicle sensors. In one example, images of the aerialvehicle obtained from cameras positioned within the channel may beprocessed to determine an actual heading, an actual velocity, an actualspeed, or an actual pose of the aerial vehicle. Likewise, heading,velocity, speed, or pose information, as recorded by one or more sensorsof the aerial vehicle, may be received from the aerial vehicle. Thesensor information received from the aerial vehicle is compared with theactual information determined from the channel sensor to determine avariation. The variation may be, for example, a difference between adetermined actual pose of the aerial vehicle and a pose of the aerialvehicle as received from the aerial vehicle. If the variation exceeds athreshold, flight of the aerial vehicle may be aborted and the aerialvehicle routed to a calibration station for a full calibration of thesensor. If the variation does not exceed the threshold but is within avariation range, operation of the aerial vehicle may continue. Likewise,in some examples, a software correction may be provided to the aerialvehicle that is applied to pose information as recorded by the aerialvehicle sensor to account for the variation.

In some implementations, one or more sensors, components, or structuralaspects of the aerial vehicle may be verified prior to flight of theaerial vehicle. For example, the aerial vehicle may be secured (e.g.,tethered) to a shuttle such that the aerial vehicle is unable toaerially navigate or takeoff from the shuttle. While secured to theshuttle, the aerial vehicle may be powered and may activate, forexample, one or more motors. One or more sensors, such as a camera,microphone, pressure sensor, and/or laser, that are separate from theaerial vehicle, may obtain information about the aerial vehicle as themotor is powered and rotating. The obtained information is thenprocessed to determine an operability of the aerial vehicle. Forexample, a sound generated by the aerial vehicle and recorded by themicrophone may be processed to determine a frequency, amplitude, and/orintensity of sound generated by the rotation of the motor and/orpropeller coupled to the motor. That frequency, amplitude, and/orintensity is compared with an expected frequency that is known for thatmotor and/or motor/propeller pair. A difference between the expectedfrequency, amplitude, and/or intensity and the recorded frequency,amplitude, and/or intensity may be indicative of a potential motorfailure and/or a structural problem with the aerial vehicle.

As another example, images that include representations of at least aportion of the aerial vehicle obtained by the camera may be processed todetermine an amount of vibration, deflection, or other movement of theaerial vehicle, or a motor arm of the aerial vehicle that occurs as theaerial vehicle is powering the motor. If the movement exceeds anexpected threshold, it may be indicative of a potential hardware orstructural failure of the aerial vehicle. If the amount of movement isbelow the threshold, an indication may be provided that at least thatportion of the aerial vehicle has successfully completed that test and,according to that test, is approved for flight.

In still further implementations, one or more mechanical and/orstructural aspects of the aerial vehicle may be analyzed prior to flightof the aerial vehicle. For example, images of the aerial vehicle may beobtained and processed to confirm that the structural components of theaerial vehicle are intact. For example, structural information (e.g.,size, position/angle of joints, coupling locations, wire positioning,etc.) of the aerial vehicle may be known to the aerial vehiclemanagement system. Images of the aerial vehicle may be obtained andprocessed to confirm that all physical aspects of the aerial vehiclecorrespond to the expected physical aspects of the aerial vehicle. Ifone or more of the determined physical aspects do not correspond to thestored, expected physical aspects, the aerial vehicle management systemmay cause the aerial vehicle to be routed for manual review of thestructure of the aerial vehicle. If all determined physical aspects docorrespond to the stored, expected physical aspects, it may bedetermined that the aerial vehicle has successfully completed apre-flight structural validation.

FIG. 1 illustrates a view of an aerial vehicle, in this instance a UAV100, according to an implementation. As illustrated, the UAV 100includes a perimeter frame 104 that includes a front wing 120, a lowerrear wing 124, an upper rear wing 122, and two horizontal side rails130-1, 130-2. The horizontal side rails 130 are coupled to opposing endsof the front wing 120 and opposing ends of the upper rear wing 122 andlower rear wing 124. In some implementations, the coupling may be with acorner junction, such as the front left corner junction 131-1, the frontright corner junction 131-2, the rear left corner junction 131-3, andthe rear right corner junction 131-4. In such an example, the cornerjunctions are also part of the perimeter frame 104.

The components of the perimeter frame 104, such as the front wing 120,lower rear wing 124, upper rear wing 122, side rails 130-1, 130-2, andcorner junctions 131 may be formed of any one or more suitablematerials, such as graphite, carbon fiber, aluminum, titanium, etc., orany combination thereof. In the illustrated example, the components ofthe perimeter frame 104 of the UAV 100 are each formed of carbon fiberand joined at the corners using corner junctions 131. The components ofthe perimeter frame 104 may be coupled using a variety of techniques.For example, if the components of the perimeter frame 104 are carbonfiber, they may be fitted together and joined using secondary bonding, atechnique known to those of skill in the art. In other implementations,the components of the perimeter frame 104 may be affixed with one ormore attachment mechanisms, such as screws, rivets, latches,quarter-turn fasteners, etc., or otherwise secured together in apermanent or removable manner.

The front wing 120, lower rear wing 124, and upper rear wing 122 arepositioned in a tri-wing configuration and each wing provides lift tothe UAV 100 when the UAV is moving in a direction that includes ahorizontal component. For example, the wings may each have an airfoilshape that causes lift due to the airflow passing over the wings duringhorizontal flight.

Opposing ends of the front wing 120 may be coupled to a corner junction131, such as the front left corner junction 131-1 and front right cornerjunction 131-2. In some implementations, the front wing may include oneor more flaps 127, or ailerons, that may be used to adjust the pitch,yaw, and/or roll of the UAV 100 alone or in combination with the liftingmotors 106, lifting propellers 102, thrusting motors 110, thrustingpropellers 112, and/or other flaps on the rear wings, discussed below.In some implementations, the flaps 127 may also be used as a protectiveshroud to further hinder access to the lifting propellers 102 by objectsexternal to the UAV 100. For example, when the UAV 100 is moving in avertical direction or hovering, the flaps 127 may be extended toincrease the height of the protective barrier around a portion of thelifting propellers 102.

In some implementations, the front wing 120 may include two or morepairs of flaps 127, as illustrated in FIG. 1. In other implementations,for example, if there is no front thrusting motor 110-1, the front wing120 may only include a single flap 127 that extends substantially thelength of the front wing 120. If the front wing 120 does not includeflaps 127, the lifting motors 106 and lifting propellers 102, thrustingmotors 110, thrusting propellers 112 and/or flaps of the rear wings maybe utilized to control the pitch, yaw, and/or roll of the UAV 100 duringflight.

Opposing ends of the lower rear wing 124 may be coupled to a cornerjunction 131, such as the rear left corner junction 131-3 and rear rightcorner junction 131-4. In some implementations, the lower rear wing mayinclude one or more flaps 123 or ailerons that may be used to adjust thepitch, yaw and/or roll of the UAV 100 alone or in combination with thelifting motors 106, lifting propellers 102, thrusting motors 110,thrusting propellers 112, and/or the flaps 127 of the front wing. Insome implementations, the flaps 123 may also be used as a protectiveshroud to further hinder access to the lifting propellers 102 by objectsexternal to the UAV 100. For example, when the UAV 100 is moving in avertical direction or hovering, the flaps 123 may be extended, similarto the extending of the front flaps 127 of the front wing 120.

In some implementations, the rear wing 124 may include two or more flaps123, as illustrated in FIG. 1, or two or more pairs of flaps,respectively. In other implementations, for example, if there is no rearthrusting motor 110-2 mounted to the lower rear wing, the rear wing 124may only include a single flap 123 that extends substantially the lengthof the lower rear wing 124. In other implementations, if the lower rearwing includes two thrusting motors, the lower rear wing may beconfigured to include three flaps 123, one on either end of the lowerrear wing 124, and one between the two thrusting motors mounted to thelower rear wing 124.

Opposing ends of the upper rear wing 122 may be coupled to a cornerjunction 131, such as the rear left corner junction 131-3 and rear rightcorner junction 131-4. In some implementations, like the lower rearwing, the upper rear wing 122 may include one or more flaps (not shown)or ailerons that may be used to adjust the pitch, yaw and/or roll of theUAV 100 alone or in combination with the lifting motors 106, liftingpropellers 102, thrusting motors 110, thrusting propellers 112, and/orother flaps of other wings. In some implementations, the flaps may alsobe used as a protective shroud to further hinder access to the liftingpropellers 102 by objects external to the UAV 100. For example, when theUAV 100 is moving in a vertical direction or hovering, the flaps may beextended, similar to the extending of the front flaps 127 of the frontwing 120 or the flaps 123 of the lower rear wing 124.

The front wing 120, lower rear wing 124, and upper rear wing 122 may bepositioned and sized proportionally to provide stability to the UAVwhile the UAV 100 is moving in a direction that includes a horizontalcomponent. For example, the lower rear wing 124 and the upper rear wing122 are stacked vertically such that the vertical lift vectors generatedby each of the lower rear wing 124 and upper rear wing 122 are closetogether, which may be destabilizing during horizontal flight. Incomparison, the front wing 120 is separated from the rear wingslongitudinally such that the vertical lift vector generated by the frontwing 120 acts together with the vertical lift vectors of the lower rearwing 124 and the upper rear wing 122, providing efficiency,stabilization and control.

In some implementations, to further increase the stability and controlof the UAV 100, one or more winglets 121, or stabilizer arms, may alsobe coupled to and included as part of the perimeter frame 104. In theexample illustrated with respect to FIG. 1, there are two front winglets121-1 and 121-2 mounted to the underneath side of the front left cornerjunction 131-1 and the front right corner junction 131-2, respectively.The winglets 121 extend in a downward direction approximatelyperpendicular to the front wing 120 and side rails 130. Likewise, thetwo rear corner junctions 131-3, 131-4 are also formed and operate aswinglets providing additional stability and control to the UAV 100 whenthe UAV 100 is moving in a direction that includes a horizontalcomponent.

The winglets 121 and the rear corner junctions 131 may have dimensionsthat are proportional to the length, width, and height of the UAV 100and may be positioned based on the approximate center of gravity of theUAV 100 to provide stability and control to the UAV 100 duringhorizontal flight. For example, in one implementation, the UAV 100 maybe approximately 64.75 inches long from the front of the UAV 100 to therear of the UAV 100 and approximately 60.00 inches wide. In such aconfiguration, the front wing 120 has dimensions of approximately 60.00inches by approximately 7.87 inches. The lower rear wing 124 hasdimensions of approximately 60.00 inches by approximately 9.14 inches.The upper rear wing 122 has dimensions of approximately 60.00 inches byapproximately 5.47 inches. The vertical separation between the lowerrear wing and the upper rear wing is approximately 21.65 inches. Thewinglets 121 are approximately 6.40 inches wide at the corner junctionwith the perimeter frame of the UAV, approximately 5.91 inches wide atthe opposing end of the winglet and approximately 23.62 inches long. Therear corner junctions 131-3, 131-4 are approximately 9.14 inches wide atthe end that couples with the lower rear wing 124, approximately 8.04inches wide at the opposing end, and approximately 21.65 inches long.The overall weight of the UAV 100 is approximately 50.00 pounds.

Coupled to the interior of the perimeter frame 104 is a central frame107. The central frame 107 includes a hub 108 and motor arms 105 thatextend from the hub 108 and couple to the interior of the perimeterframe 104. In this example, there is a single hub 108 and four motorarms 105-1, 105-2, 105-3, and 105-4. Each of the motor arms 105 extendfrom approximately a corner of the hub 108 and couple or terminate intoa respective interior corner of the perimeter frame. In someimplementations, each motor arm 105 may couple into a corner junction131 of the perimeter frame 104. Like the perimeter frame 104, thecentral frame 107 may be formed of any suitable material, such asgraphite, carbon fiber, aluminum, titanium, etc., or any combinationthereof. In this example, the central frame 107 is formed of carbonfiber and joined at the corners of the perimeter frame 104 at the cornerjunctions 131. Joining of the central frame 107 to the perimeter frame104 may be done using any one or more of the techniques discussed abovefor joining the components of the perimeter frame 104.

Lifting motors 106 are coupled at approximately a center of each motorarm 105 so that the lifting motor 106 and corresponding liftingpropeller 102 are within the substantially rectangular shape of theperimeter frame 104. In one implementation, the lifting motors 106 aremounted to an underneath or bottom side of each motor arm 105 in adownward direction so that the propeller shaft of the lifting motor thatmounts to the lifting propeller 102 is facing downward. In otherimplementations, as illustrated in FIG. 1, the lifting motors 106 may bemounted to a top of the motor arms 105 in an upward direction so thatthe propeller shaft of the lifting motor that mounts to the liftingpropeller 102 is facing upward. In this example, there are four liftingmotors 106-1, 106-2, 106-3, 106-4, each mounted to an upper side of arespective motor arm 105-1, 105-2, 105-3, and 105-4.

In some implementations, multiple lifting motors may be coupled to eachmotor arm 105. For example, while FIG. 1 illustrates a quad-copterconfiguration with each lifting motor mounted to a top of each motorarm, a similar configuration may be utilized for an octo-copter. Forexample, in addition to mounting a motor 106 to an upper side of eachmotor arm 105, another lifting motor may also be mounted to anunderneath side of each motor arm 105 and oriented in a downwarddirection. In another implementation, the central frame may have adifferent configuration, such as additional motor arms. For example,eight motor arms may extend in different directions and a lifting motormay be mounted to each motor arm.

The lifting motors may be any form of motor capable of generating enoughrotational speed with the lifting propellers 102 to lift the UAV 100 andany engaged payload, thereby enabling aerial transport of the payload.

Mounted to each lifting motor 106 is a lifting propeller 102. Thelifting propellers 102 may be any form of propeller (e.g., graphite,carbon fiber) and of a size sufficient to lift the UAV 100 and anypayload engaged by the UAV 100 so that the UAV 100 can navigate throughthe air, for example, to deliver a payload to a delivery location. Forexample, the lifting propellers 102 may each be carbon fiber propellershaving a dimension or diameter of twenty-four inches. While theillustration of FIG. 1 shows the lifting propellers 102 all of a samesize, in some implementations, one or more of the lifting propellers 102may be different sizes and/or dimensions. Likewise, while this exampleincludes four lifting propellers 102-1, 102-2, 102-3, 102-4, in otherimplementations, more or fewer propellers may be utilized as liftingpropellers 102. Likewise, in some implementations, the liftingpropellers 102 may be positioned at different locations on the UAV 100.In addition, alternative methods of propulsion may be utilized as“motors” in implementations described herein. For example, fans, jets,turbojets, turbo fans, jet engines, internal combustion engines, and thelike may be used (either with propellers or other devices) to providelift for the UAV.

In addition to the lifting motors 106 and lifting propellers 102, theUAV 100 may also include one or more thrusting motors 110 andcorresponding thrusting propellers 112. The thrusting motors andthrusting propellers may be the same or different than the liftingmotors 106 and lifting propellers 102. For example, in someimplementations, the thrusting propellers may be formed of carbon fiberand be approximately eighteen inches long. In other implementations, thethrusting motors may utilize other forms of propulsion to propel theUAV. For example, fans, jets, turbojets, turbo fans, jet engines,internal combustion engines, and the like may be used (either withpropellers or with other devices) as the thrusting motors.

The thrusting motors and thrusting propellers may be oriented atapproximately ninety degrees with respect to the perimeter frame 104 andcentral frame 107 of the UAV 100 and utilized to increase the efficiencyof flight that includes a horizontal component. For example, when theUAV 100 is traveling in a direction that includes a horizontalcomponent, the thrusting motors may be engaged to provide a horizontalthrust force via the thrusting propellers to propel the UAV 100horizontally. As a result, the speed and power utilized by the liftingmotors 106 may be reduced. Alternatively, in selected implementations,the thrusting motors may be oriented at an angle greater or less thanninety degrees with respect to the perimeter frame 104 and the centralframe 107 to provide a combination of thrust and lift.

In the example illustrated in FIG. 1, the UAV 100 includes two thrustingmotors 110-1, 110-2 and corresponding thrusting propellers 112-1, 112-2.Specifically, in the illustrated example, there is a front thrustingmotor 110-1 coupled to and positioned near an approximate mid-point ofthe front wing 120. The front thrusting motor 110-1 is oriented suchthat the corresponding thrusting propeller 112-1 is positioned insidethe perimeter frame 104. The second thrusting motor is coupled to andpositioned near an approximate mid-point of the lower rear wing 124. Therear thrusting motor 110-2 is oriented such that the correspondingthrusting propeller 112-2 is positioned inside the perimeter frame 104.

While the example illustrated in FIG. 1 illustrates the UAV with twothrusting motors 110 and corresponding thrusting propellers 112, inother implementations, there may be fewer or additional thrusting motorsand corresponding thrusting propellers. For example, in someimplementations, the UAV 100 may only include a single rear thrustingmotor 110 and corresponding thrusting propeller 112. In anotherimplementation, there may be two thrusting motors and correspondingthrusting propellers mounted to the lower rear wing 124. In such aconfiguration, the front thrusting motor 110-1 may be included oromitted from the UAV 100. Likewise, while the example illustrated inFIG. 1 shows the thrusting motors oriented to position the thrustingpropellers inside the perimeter frame 104, in other implementations, oneor more of the thrusting motors 110 may be oriented such that thecorresponding thrusting propeller 112 is oriented outside of theprotective frame 104.

The perimeter frame 104 provides safety for objects foreign to the UAV100 by inhibiting access to the lifting propellers 102 from the side ofthe UAV 100, provides protection to the UAV 100, and increases thestructural integrity of the UAV 100. For example, if the UAV 100 istraveling horizontally and collides with a foreign object (e.g., wall,building), the impact between the UAV 100 and the foreign object will bewith the perimeter frame 104, rather than a propeller. Likewise, becausethe frame is interconnected with the central frame 107, the forces fromthe impact are dissipated across both the perimeter frame 104 and thecentral frame 107.

The perimeter frame 104 also provides a surface upon which one or morecomponents of the UAV 100 may be mounted. Alternatively, or in additionthereto, one or more components of the UAV may be mounted or positionedwithin the cavity of the portions of the perimeter frame 104. Forexample, one or more antennas may be mounted on or in the front wing120. The antennas may be used to transmit and/or receive wirelesscommunications. For example, the antennas may be utilized for Wi-Fi,satellite, near field communication (“NFC”), cellular communication, orany other form of wireless communication. Other components or sensors,such as imaging elements (e.g., cameras), time of flight sensors,accelerometers, inclinometers, distance-determining elements,barometers, magnetic sensors, gimbals, Global Positioning System (GPS)receiver/transmitter, radars, illumination elements, speakers, and/orany other component of the UAV 100 or the aerial vehicle control system(discussed below), etc., may likewise be mounted to or in the perimeterframe 104. Likewise, identification or reflective identifiers, such asidentifiers 170, 171, 172 may be mounted to the perimeter frame 104 toaid in the identification of the UAV 100.

In some implementations, as discussed below, multiple imaging elements150, such as digital still cameras, red, green, blue (RGB) cameras,video cameras, thermographic cameras, etc., may be mounted to and spacedabout the frame of the UAV 100. Likewise, one or more distancedetermining elements 151 may be coupled to the frame of the aerialvehicle. Any type of distance determining element may be utilized,including, but not limited to, a time-of-flight sensor, range finder,Sound Navigation and Ranging (“SONAR”), Light Detection and Ranging(“LIDAR”), etc.

As illustrated, the imaging elements 150 may be affixed to any portionof the frame of the UAV 100. For example, imaging elements 150 may bearranged along the front of the front wing 120. As another example,imaging elements 150 may be arranged along the underneath or lower sideof the side rail 130-1. As will be appreciated, any number of imagingelements may be included on any portion of the frame 104 and oriented inany position. In some implementations, imaging elements 150 may bepositioned such that approximately all areas around the aerial vehicleare within a field of view of at least one imaging element 150.

In some implementations, the perimeter frame 104 may also include apermeable material (e.g., mesh, screen) that extends over the top and/orlower surface of the perimeter frame 104 enclosing the central frame,lifting motors, and/or lifting propellers.

An aerial vehicle control system 114 is also mounted to the centralframe 107. In this example, the aerial vehicle control system 114 ismounted to the hub 108 and is enclosed in a protective barrier. Theprotective barrier may provide the control system 114 weather protectionso that the UAV 100 may operate in rain and/or snow without disruptingthe control system 114. In some implementations, the protective barriermay have an aerodynamic shape to reduce drag when the UAV is moving in adirection that includes a horizontal component. The protective barriermay be formed of any materials including, but not limited to,graphite-epoxy, Kevlar, and/or fiberglass. In some implementations,multiple materials may be utilized. For example, Kevlar may be utilizedin areas where signals need to be transmitted and/or received.

Likewise, the UAV 100 includes one or more power modules 153. In someimplementations, the power modules 153 may be positioned inside a cavityof the side rails 130-1, 130-2. In other implementations, the powermodules 153 may be mounted or positioned at other locations of the UAV.The power modules 153 for the UAV may be in the form of battery power,solar power, gas power, super capacitor, fuel cell, alternative powergeneration source, or a combination thereof. The power module(s) arecoupled to and provide power for the aerial vehicle control system 114,the lifting motors 106, the thrusting motors 110, the imaging elements150, the payload engagement mechanism 154, and/or other componentsand/or sensors of the aerial vehicle.

In some implementations, one or more of the power modules 153 may beconfigured such that it can be autonomously removed and/or replaced withanother power module while the UAV is landed or in flight. For example,when the UAV lands at a location, the UAV may engage with a chargingmember at the location that will recharge the power module.

As mentioned above, the UAV 100 may also include a payload engagementmechanism 154. The payload engagement mechanism 154 may be configured toengage and disengage items and/or containers that hold items (payload).In this example, the payload engagement mechanism 154 is positionedbeneath and coupled to the hub 108 of the frame 104 of the UAV 100. Thepayload engagement mechanism 154 may be of any size sufficient tosecurely engage and disengage a payload. In other implementations, thepayload engagement mechanism 154 may operate as the container in whichit contains item(s). The payload engagement mechanism 154 communicateswith (via wired or wireless communication) and is controlled by theaerial vehicle control system 114.

FIG. 2 depicts an aerial vehicle 200 performing sensor calibration asthe aerial vehicle is departing and/or returning to a materials handlingfacility 202, according to an implementation. A materials handlingfacility, as used herein, may include, but is not limited to,warehouses, distribution centers, cross-docking facilities, orderfulfillment facilities, packaging facilities, shipping facilities,rental facilities, libraries, retail stores, wholesale stores, museums,or other facilities or combinations of facilities for performing one ormore functions of material (inventory) handling. In someimplementations, the aerial vehicle 200 may be utilized to aeriallytransport an item from the materials handling facility to a customerspecified delivery destination. For example, a customer may order orpurchase an item through an electronic-commerce website and request thatthe item be delivered to a specific delivery destination (e.g., thecustomer's home). The item may be picked from an inventory locationwithin the materials handling facility and secured to the aerial vehicle200 for transport. The aerial vehicle may depart from the materialshandling facility and aerially navigate to the customer specifieddelivery destination to complete the delivery of the item.

Rather than require a full calibration of sensors prior to flightdeparture of the aerial vehicle from the materials handling facility,the implementations described herein provide a system, method, andapparatus to verify the calibration of the sensors of the aerial vehicleas part of the preparation for departure of the aerial vehicle. If it isdetermined that the calibration of the sensors is within an expectedtolerance range, the aerial vehicle is allowed to continue flightwithout requiring a full calibration. If the calibration exceeds theexpected tolerance range, a full calibration of one or more sensors onthe aerial vehicle may be performed prior to departure. As discussedbelow, in some implementations, regardless of whether the sensors arewithin the expected tolerance range, a full calibration may beperiodically performed.

Returning to FIG. 2, as part of a departure of the aerial vehicle 200from the materials handling facility 202 and/or as part of a return ofthe aerial vehicle 200 to the materials handling facility 202, theaerial vehicle may aerially navigate a specific flight path 208 over oneor more markers 204 so that the one or more markers are within a fieldof view of one or more cameras coupled to the aerial vehicle 200, asdiscussed above with respect to FIG. 1.

The markers 204 are at known positions adjacent the materials handlingfacility. Likewise, the markers are placed at a known orientation, havea known size, known shape, known color, and/or known pattern. In someimplementations, the marker may be similar to a marker that will bepositioned at a customer specified delivery destination. Known markerinformation (size, shape, position, orientation, color, pattern, etc.)is referred to herein as actual information. Reference to actualinformation is intended to include one or more known items ofinformation about one or more markers. Actual information may bemaintained in a data store accessible to the aerial vehicle managementsystem 250 and/or the aerial vehicle 200. Alternatively, or in additionthereto, actual information may be stored in a memory of the aerialvehicle 200.

Any number of markers, such as markers 204-1, 204-2, 204-3-204-N may bepositioned adjacent the materials handling facility 202. In someimplementations, in addition to or as an alternative to the markers 204positioned adjacent the materials handling facility, one or more markers206-1, 206-2-206-N, having a known size, shape, position, orientation,color, pattern, etc., may be affixed to or otherwise included on anexterior of the materials handling facility 202. In such an example,rather than or in addition to aerially navigating over the markers 204,the aerial vehicle may navigate over the markers 206 such that one ormore of the markers 206 are within a field of view of one or morecameras of the aerial vehicle 200.

It will be appreciated that the aerial vehicle need not aeriallynavigate directly over the markers to facilitate the describedimplementations. Rather, any aerial navigation by the aerial vehiclesuch that one or more of the markers 204, 206 are within a field of viewof one or more cameras coupled to the aerial vehicle is sufficient.

The images obtained by the aerial vehicle 200 that includerepresentations of the markers 204, 206 are provided to an aerialvehicle management system 250. The aerial vehicle management system 250may be operating on one or more remote computing resources 251. Theremote computing resources 251 may form a portion of anetwork-accessible computing platform implemented as a computinginfrastructure of processors, storage, software, data access, and othercomponents that is maintained and accessible via a network. The aerialvehicle 200 and/or the materials handling facility 202 maycommunicatively couple to the computing resources 251 via a networkwhich may represent wired technologies (e.g., wires, USB, fiber opticcable, etc.), wireless technologies (e.g., RF, cellular, satellite,Bluetooth, etc.), and/or other connection technologies.

As illustrated, the computing resources 251 may include one or moreservers, such as servers 251(1), 251(2), . . . , 251(N). These servers251(1)-(N) may be arranged in any number of ways, such as server farms,stacks, and the like that are commonly used in data centers.Furthermore, the servers 251(1)-(N) may include one or more processorsand memory which may store the aerial vehicle management system 250.

The aerial vehicle management system 250 may process the received imagesto determine, among other information, a size, shape, position,orientation, color, pattern, and/or other information about the markersbased on the representation of the markers in the received images. Suchinformation is referred to herein as processed information andcorresponds to information about the markers that is determined from aprocessing of images obtained from cameras coupled to the aerialvehicle. Processed information is intended to include one or more ofdetermined aspects of information about one or more markers asdetermined from processing the image information.

The aerial vehicle management system 250 may then compare the processedinformation with actual information to determine a variation between theprocessed information and the actual information. For example, a sizevariation may be determined by comparing a size of the marker, asdetermined from the processed image, with an actual size of the marker,as maintained in a data store. As another example, a shape variation maybe determined by comparing a shape of the marker, as determined from theprocessed image, with an actual shape of the marker, as maintained inthe data store. As another example, a color variation may be determinedby comparing a color of the marker, as determined from the processedimage, with an actual color of the marker, as maintained as actualinformation in the data store. As another example, a pattern variationmay be determined by comparing a pattern of the marker, as determinedfrom the processed image, with an actual pattern of the marker, asmaintained in the data store.

If one or more of the variations exceed a correction threshold, theaerial vehicle may be instructed to land and be scheduled for a fullcalibration of the camera(s) coupled to the aerial vehicle. Incomparison, if the variations are within an expected tolerance range,the aerial vehicle may be allowed to continue flight. In someimplementations, the aerial vehicle management system may sendinstructions to the aerial vehicle 200 to adjust the calibration of thecamera. Such instructions may account for the difference between theinformation determined from the image and the actual information.

In some implementations, the aerial vehicle may provide other sensorinformation obtained from other sensors coupled to the aerial vehicle.For example, the aerial vehicle may provide sensor informationindicating a heading of the aerial vehicle, an altitude of the aerialvehicle, a pose of the aerial vehicle, a speed of the aerial vehicle, avelocity of the aerial vehicle, etc. Likewise, one or more cameraswithin the environment, such as camera 207 affixed to the materialshandling facility 202 may obtain images of the aerial vehicle 200 as theaerial vehicle follows the flight path 208. The images obtained by thecamera 207 may be processed to determine an actual heading of the aerialvehicle, an actual pose of the aerial vehicle, an actual speed of theaerial vehicle, a velocity of the aerial vehicle, etc. For example, aseries of images may be obtained by the camera 207 and processed todetermine an amount of movement of the aerial vehicle over a period oftime and, thus, calculate the actual speed and/or the actual velocity.Likewise, images from cameras 207 in the environment may be processed todetermine a heading or a pose of the aerial vehicle by determining adirection of travel of the aerial vehicle over a period of time bydetecting, using object recognition, a marker on the aerial vehicle thatcan be used to determine an orientation or pose of the aerial vehicle,etc.

Likewise, in some implementations, one or more other sensors that areexternal to the aerial vehicle 200 and positioned adjacent or on thematerials handling facility 202 may obtain information about the aerialvehicle as the aerial vehicle navigates the flight path 208. Forexample, a distance determining element 209 (a sensor), such as a timeof flight sensor, LIDAR, SONAR, etc., may be positioned adjacent adeparture location of the materials handling facility 202 and beconfigured to measure a distance between a distance determining elementand the UAV. In such an example, the aerial vehicle may provide altitudeinformation as determined by a sensor of the aerial vehicle 200 and theaerial vehicle management system may compare the measured actualdistance (and any offset based on the location of the distancedetermining element) and the received altitude (processed information)to determine whether a variation between the actual distance and theprocessed information is within an altitude tolerance range. If it isdetermined that the variation is within an altitude variation range, theaerial vehicle may be allowed to continue a flight toward the customerspecified delivery destination. Likewise, instructions may be sent thatcause a software correction in an amount corresponding to the altitudevariation. If the altitude variation exceeds a correction threshold, itmay be determined that the sensor of the aerial vehicle is out ofcalibration and flight of the aerial vehicle toward the customerspecified delivery destination aborted so that a full calibration of theaerial vehicle sensor may be performed.

While the above examples discuss the aerial vehicle management systemreceiving images and/or other sensor information from the aerial vehicleand/or the camera 207 and processing the information, in otherimplementations, the aerial vehicle control system of the aerial vehiclemay process the information to determine if the cameras of the aerialvehicle and/or other sensors are calibrated. For example, the actualinformation may be maintained in a memory of the aerial vehicle controlsystem of the aerial vehicle 200. The aerial vehicle control system ofthe aerial vehicle 200 may receive images from one or more camerascoupled to the aerial vehicle 200, process the images to determineprocessed information and compare the processed information with theactual information to determine a variation for the cameras. Based onthe determined variation, the aerial vehicle may either terminate flightof the aerial vehicle and route itself for full calibration, alter thecalibration of the camera if the variation is within a tolerancethreshold, and/or continue the flight to a destination.

FIG. 3 is a flow diagram illustrating a camera calibration process 300,according to an implementation. This process, and each process describedherein, may be implemented by the architectures described herein or byother architectures. The process is illustrated as a collection ofblocks in a logical flow graph. Some of the blocks represent operationsthat can be implemented in hardware, software, or a combination thereof.In the context of software, the blocks represent computer-executableinstructions stored on one or more computer readable media that, whenexecuted by one or more processors, perform the recited operations.Generally, computer-executable instructions include routines, programs,objects, components, data structures, and the like that performparticular functions or implement particular abstract data types.

The computer readable media may include non-transitory computer readablestorage media, which may include hard drives, floppy diskettes, opticaldisks, CD-ROMs, DVDs, read-only memories (ROMs), random access memories(RAMs), EPROMs, EEPROMs, flash memory, magnetic or optical cards,solid-state memory devices, or other types of storage media suitable forstoring electronic instructions. In addition, in some implementations,the computer readable media may include a transitory computer readablesignal (in compressed or uncompressed form). Examples of computerreadable signals, whether modulated using a carrier or not, include, butare not limited to, signals that a computer system hosting or running acomputer program can be configured to access, including signalsdownloaded through the Internet or other networks. Finally, the order inwhich the operations are described is not intended to be construed as alimitation, and any number of the described operations can be combinedin any order and/or in parallel to implement the process.

The example process 300 may be performed periodically for an aerialvehicle. For example, the example process may be performed each time anaerial vehicle is preparing to depart a materials handling facility,each time an aerial vehicle is returning to a materials handlingfacility, etc. The example process 300 begins by determining if acalibration count has been exceeded for the aerial vehicle, as in 302. Acalibration count may be any defined quantity that when exceeded resultsin a full calibration of the cameras of the aerial vehicle beingperformed. For example, the calibration count may relate to a number offlights performed by the aerial vehicle since a last full calibration, anumber of flight hours of the aerial vehicle since a last calibration,or any other criteria.

If it is determined that the calibration count has been exceeded,instructions are sent that cause the aerial vehicle to be routed to acalibration station for a full calibration of the cameras of the aerialvehicle, as in 304. In some implementations, the instructions may causethe aerial vehicle to aerially navigate to a calibration station. Inother implementations, the instructions may cause the aerial vehicle toland and the aerial vehicle may be routed to the calibration stationusing other mechanisms.

If it is determined that the calibration count has not been exceeded,instructions are sent that cause the aerial vehicle to navigate over oneor more markers that are at known positions adjacent or on a materialshandling facility, as in 306. As discussed above, the aerial vehicleneed not specifically navigate over the markers but instead navigatesuch that the markers are within a field of view of a camera of theaerial vehicle. When the aerial vehicle is navigating such that the oneor more markers are in the field of view of one or more cameras of theaerial vehicle, one or more images of the marker are obtained using thecamera of the aerial vehicle, as in 308. The obtained images areprocessed to generate processed information corresponding to the markeras represented in the images, as in 309. For example, one or more imageprocessing algorithms such as an edge detection algorithm, objectdetection algorithm, etc., may be utilized to process the image anddetermine processed information.

The processed information from the image is then compared with actualinformation for each of the one or more markers, as in 310. As discussedabove, actual information may be maintained in a data store and provideinformation as to a size, shape, color, position, pattern, orientation,etc., for a marker. The comparison identifies a difference or variationbetween the processed information and the actual information. Forexample, if a calibration of the camera is off, the size, shape, color,etc., of the marker as indicated in the processed information anddetermined from a processing of the image of the marker will not beconsistent with the actual information.

A determination is then made as to whether the variation exceeds acorrection threshold, as in 312. A correction threshold may be anydefined amount of variation that is an upper limit that is allowable forcontinued operation of the aerial vehicle without a full calibration ofthe camera. The correction threshold may vary for different aerialvehicles, different times of day, different days of year, differentdestinations, etc. In one implementation, the calibration threshold maybe exceeded if the variation between the processed information and theactual information is more than eight percent.

If it is determined that the variation exceeds the correction threshold,instructions are sent that cause the aerial vehicle to terminate aflight and be routed to a calibration station for a full cameracalibration, as in 304. If it is determined that the correctionthreshold has not been exceeded, a determination is made as to whetherthe variation is within a tolerance range, as in 314. The tolerancerange may be any range of variation below the correction threshold. Forexample, the tolerance range may be any variation between two percentand eight percent of variation. In other implementations, the tolerancerange may be any variation below the correction threshold. A lower limitmay be beneficial as some variation between the processed informationand actual information may be expected due to environmental conditionsand/or other factors impacting the image creation of the marker by thecamera.

If it is determined that the variation is within a tolerance range,instructions are sent that result in an adjustment, or softwarecorrection of the variation, as in 316. For example, adjustmentinstructions may be sent that cause the aerial vehicle to adjust imageinformation based on a difference determined as the variation. Uponproviding instructions to adjust or software correct the cameracalibration, the example process returns to block 306 and continues. Insome implementations, rather than returning to block 306 and continuing,the example process may complete and allow the aerial vehicle tocontinue flight toward a destination after the camera has been adjustedbased on the variation. In still other implementations, no adjustmentmay be performed and, provided the variation is within the tolerancerange, operation of the aerial vehicle may be allowed to continue.

Returning to the example described with respect to FIG. 3, if it isdetermined at decision block 314 that the variation is not within thetolerance range (i.e., the variation is below the tolerance range), theexample process completes, as in 318.

FIG. 4 depicts a pre-flight calibration station 402, according to animplementation. The pre-flight calibration station 402 may be used insome implementations to perform verification and validation tests on anaerial vehicle 400 prior to flight of the aerial vehicle. For example,the pre-flight calibration station 402 may be part of a fulfillmentprocess within a materials handling facility. As illustrated in FIG. 4,the aerial vehicle 400 may be secured to a shuttle 403 such that theaerial vehicle 400 is unable to become airborne while secured to theshuttle 403. For example, the aerial vehicle 400 may be secured to theshuttle using one or more straps or other securing mechanisms.

The shuttle 403 may be a stationary location within a materials handlingfacility where pre-flight testing is performed or, as illustrated inFIG. 4, the shuttle 403 may be used to convey the aerial vehicle 400along a conveyor 401 to move the aerial vehicle through the materialshandling facility as part of a fulfillment process. For example, theshuttle 403 may convey the aerial vehicle 400 along a conveyor 401 froman aerial vehicle storage area to a loading area where a payload 420,such as a customer ordered item, is affixed to the aerial vehicle 400with the payload engagement mechanism 454. For example, a lift 422 maylift the payload 420 up and into a lower side of the aerial vehicle 400when the shuttle 403 has positioned the aerial vehicle over the payload420.

While the aerial vehicle 400 is secured to the shuttle 403, one or moreverification and/or validation tests may be performed prior to a flightof the aerial vehicle. For example, the operability of the aerialvehicle may be tested by powering the aerial vehicle and causing one ormore of the motors to power up and rotate. Because the aerial vehicle issecured to the shuttle, the force generated by the motor, or thepropeller rotated by the motor, will not result in the aerial vehiclebecoming airborne. Likewise, power may be provided to the aerial vehiclewhile the aerial vehicle is secured to the shuttle to charge one or morepower modules of the aerial vehicle and/or to provide power to theaerial vehicle while the aerial vehicle is secured to the shuttle.

While the motor is powered and operating, one or more sensors of thepre-flight calibration station 402 may obtain information about theaerial vehicle. Any number and/or type of sensors may be utilized. Inthe illustrated example, the sensors of the pre-flight calibrationstation include cameras 406, 408, a laser 410, microphones 414, 416, andpressure sensors 404. In other implementations, other forms of sensorsmay be used in addition or as an alternative to the illustrated sensors.

In the illustrated example, the cameras may obtain images of the aerialvehicle while secured to the shuttle and provide those images to theaerial vehicle management system 450 for processing. Likewise, themicrophones 414, 416 may record sounds generated by operation of theaerial vehicle and provide the recorded sounds to the aerial vehiclemanagement system 450. In still another example, the laser 410 mayreflect a light off of a portion of the aerial vehicle 400, measure amovement or an angle of reflection of the laser light off the aerialvehicle as the aerial vehicle is rotating the motor and provide themeasured movement or angle of reflection to the aerial vehiclemanagement system 450. In another example, the pressure sensor 404 maymeasure a force generated by the aerial vehicle as the motor is rotatingand provide the measured force to the aerial vehicle management system450.

The aerial vehicle management system 450 is in communication with andoptionally controls the sensors of the pre-flight calibration station402, and/or controls operation of the shuttle 403. Likewise, the aerialvehicle management system may also communicate with the aerial vehicle400, providing instructions to the aerial vehicle that are performed bythe aerial vehicle while the aerial vehicle is secured to the shuttle403. The aerial vehicle 400 may also provide information to the aerialvehicle management system as part of the pre-flight testing. Forexample, the aerial vehicle 400 may provide power consumptioninformation, revolutions per minute (“RPM”) measured by the aerialvehicle control system, etc.

As discussed further below with respect to FIG. 6, the aerial vehiclemanagement system, upon receiving the information from the sensors ofthe pre-flight calibration station and/or upon receiving informationfrom the aerial vehicle 400, may process the received information toverify certain aspects of the aerial vehicle. For example, the aerialvehicle management system 450 may process a series of images receivedfrom a camera 408 to determine an actual RPM of the motor and coupledpropeller over a period of time. The actual RPM is then compared withthe RPM information received from the aerial vehicle (processedinformation) to confirm that the aerial vehicle control system isproperly calibrated with respect to the motor controls. For example, adifference between the actual RPM and the measured RPM may bedetermined. If the difference is within a tolerance range, the motor orelectronic speed control of the motor may be considered to be properlycalibrated and approved for flight.

As another example, the aerial vehicle management system 450 may processa series of images and/or the motion or angle of reflection informationreceived from the laser 410 to determine a movement of a portion of theaerial vehicle resulting from the operation of the motor. The determinedmovement may be analyzed to assess whether a potential mechanicalfailure is likely. For example, if a motor arm presents a large degreeof movement in response to the operation of the motor, it may bedetermined that a mechanical failure at the joint of the motor arm ispotentially going to occur. In such an instance, the flight plans of theaerial vehicle may be aborted and the aerial vehicle routed for manualreview to confirm the integrity of the motor arm.

As still another example, the aerial vehicle management system 450 mayprocess the recorded sound to determine a frequency, amplitude, and/orintensity of sound generated by the motor and compare the determinedfrequency, amplitude, and/or intensity of sound with an expectedfrequency, amplitude, and/or intensity of sound of the motor. If therecorded frequency, amplitude, and/or intensity varies from the expectedfrequency, amplitude, and/or intensity beyond a threshold, such avariation may be indicative of a potential motor failure.

In still other implementations, the aerial vehicle management system mayprocess the images received from the cameras of the calibration station402 to confirm the structural integrity of the aerial vehicle prior to aflight of the aerial vehicle. For example, the images may be processedto determine the structural configuration of the aerial vehicle and thedetermined structural configuration may be compared with an expectedstructural configuration of the aerial vehicle. If a difference betweenthe determined structure configuration and the expected structuralconfiguration exists, there is potentially a structural problem with theaerial vehicle and the aerial vehicle may be routed for manual reviewand correction.

Still further, the aerial vehicle management system 450 may sendinstructions to the aerial vehicle 400 that cause the aerial vehicle tooperate one or more mechanical components (e.g., wings, flaps, motors,inventory engagement mechanisms, lights, etc.) and images of the aerialvehicle obtained as the instructions are executed may be processed toconfirm that the mechanical operations included in the instructions areperformed by the aerial vehicle as expected.

FIG. 5 depicts a sensor calibration channel 502 that may be used toverify calibration of one or more sensors of an aerial vehicle 500 priorto the aerial vehicle departing a materials handling facility, accordingto an implementation. The channel may be any defined area within amaterials handling facility through which aerial vehicles 500 aeriallynavigate as part of a departure from the materials handling facility todeliver a payload 520 to a delivery destination, such as a customerspecified delivery destination. In some implementations, the channelincludes multiple sides between or through which the aerial vehiclenavigates. The channel 502 illustrated in FIG. 5 includes four sidesthat form a tunnel through which the aerial vehicle 500 aeriallynavigates as it is preparing to depart from a materials handlingfacility. In other implementations, the channel may have additional orfewer sides.

The channel includes one or more sensors, such as sensors 530-1, 530-2,530-3, 530-4, 530-5, 530-6, and 530-7, that are configured to obtaininformation (e.g., images) about the aerial vehicle as the aerialvehicle aerially navigates through the channel. In some implementations,the aerial vehicle 500 may include one or more unique markers 531 thatare detectable by the sensors 530. The sensors 530 may detect theposition and/or orientation of the unique markers 531, as the aerialvehicle aerially navigates through the channel, and determine aposition, pose, heading, orientation, altitude, velocity, speed, etc.,of the aerial vehicle. For example, as the markers are determined tomove through the channel over a period of time, the altitude, velocity,speed, etc., can be determined. Likewise, if the markers are unique intheir arrangement on the aerial vehicle and/or unique in appearance, theposition of the markers, as detected by the sensors, can be used todetermine the position, pose, heading, orientation, altitude, etc., ofthe aerial vehicle. In some implementations, the sensors 530 may also oralternatively function as cameras and obtain images of the aerialvehicle as the aerial vehicle aerially navigates through the channel.

Similar to the examples provided above with respect to FIGS. 2 and 4,the sensors 530 may provide the obtained information to the aerialvehicle management system 550 for processing. Likewise, the aerialvehicle 500 may provide sensor information to the aerial vehiclemanagement system 550. The aerial vehicle management system 550 mayprocess the received information to determine variations between theactual information, as determined from the information received from thesensors of the channel 502, and the processed information as determinedfrom the information received from the aerial vehicle.

For example, an altitude variation may be determined based on acomparison of the altitude determined from the channel sensors (actualinformation) with the altitude information received from the aerialvehicle (processed information). As another example, an RPM variationmay be determined based on a comparison of the RPMs determined from aprocessing of a series of images generated by the channel sensors(actual information) with the RPM information received from the aerialvehicle (processed information). As another example, a positionvariation may be determined based on a comparison of the position of theaerial vehicle determined from the channel sensors (actual information)with the position information received from the aerial vehicle(processed information). As another example, a pose variation may bedetermined based on a comparison of the pose determined from the channelsensors (actual information) with the pose information received from theaerial vehicle (processed information). As another example, a headingvariation may be determined based on a comparison of the heading of theaerial vehicle determined from the channel sensors (actual information)with the heading information received from the aerial vehicle (processedinformation). As another example, a velocity variation may be determinedbased on a comparison of the velocity of the aerial vehicle asdetermined from the channel sensors (actual information) with thevelocity information received from the aerial vehicle (processedinformation).

Based on the variations, the aerial vehicle may be allowed to continueflight toward a destination or the flight may be aborted so that a fullcalibration of one or more sensors of the aerial vehicle may beperformed.

In some implementations, the channel may include one or more markers,identifiers or other known information that may be imaged by a camera ofthe aerial vehicle and processed to determine a calibration of thecamera. For example, one surface of the channel may include a knownpattern 534 and/or a marker 532 and the aerial vehicle may be configuredto obtain one or more images of the pattern 534 and/or marker 532 as theaerial vehicle aerially navigates through the channel. The obtainedimages are then processed and the processed information (e.g., size,shape, color, pattern) representative of the pattern and/or marker inthe image is compared with actual information corresponding to themarker to determine a calibration of the camera.

In some implementations, one or more illumination elements 535 may beincluded in the channel that are used to simulate lighting conditionsexpected at the delivery destination for the payload 520. In such anexample, the illumination elements 535 may be used to simulate theenvironment at the delivery destination and testing and/or calibrationvalidation of one or more aerial vehicle sensors may be performed in thesimulated delivery destination environment. Such simulation may bebeneficial to identify potential lighting interference experienced by acamera of the aerial vehicle during delivery of the payload. In otherimplementations, other environmental conditions may likewise besimulated in the channel. For example, fog, rain, wind, snow, etc., maybe generated in the channel and used to simulate an expected environmentduring delivery of the payload. In some implementations, deliverylocation environment and structures may also be placed in the channel.For example, if a delivery is planned to occur in a residentialbackyard, the channel may be configured to include tables, chairs,grass, toys, plants, etc.

FIG. 6 is a flow diagram illustrating a pre-flight sensor calibrationprocess 600, according to an implementation. The example process 600 maybe periodically performed for an aerial vehicle, such as a UAV. Forexample, the example process 600 may be performed each time an aerialvehicle is secured to a shuttle within a materials handling facilityand/or routed toward a payload mounting station.

The example process 600 begins by determining if a calibration count hasbeen exceeded for the aerial vehicle, as in 602. A calibration count maybe any defined quantity that when exceeded results in a full calibrationof the sensors of the aerial vehicle being performed. For example, thecalibration count may relate to a number of flights performed by theaerial vehicle since a last full calibration, a number of flight hoursof the aerial vehicle since a last calibration, or any other criteria.

If it is determined that the calibration count has been exceeded,instructions are sent that cause the aerial vehicle to be routed to acalibration station for a full calibration of the sensors of the aerialvehicle, as in 604. In some implementations, the instructions may causethe shuttle to route the secured aerial vehicle along a conveyor to acalibration station. In other implementations, the instructions maycause another form of conveyance of the aerial vehicle to a calibrationstation.

If it is determined that the calibration count has not been exceeded,instructions are sent that cause the aerial vehicle to activate one ormore motors of the aerial vehicle and generate a thrust from apropulsion of the motor, as in 606. For example, the motor may rotate apropeller coupled to a shaft of the motor. The rotation of the propellergenerates a thrust that attempts to lift the aerial vehicle from theshuttle. However, because the aerial vehicle is secured to the shuttle,it is unable to takeoff from the shuttle. While the thrust is beinggenerated, sensors are utilized to measure or collect information aboutthe aerial vehicle, as in 608. For example, sensors may measurevibration or movement of at least a portion of the aerial vehicle, apressure sensor may measure a force generated by the thrust of themotor, a microphone may measure a sound generated by the aerial vehicleas the motor is rotating. Other forms of sensors may also collectinformation about the aerial vehicle. For example, as discussed abovewith respect to FIG. 5, one or more cameras may capture images of atleast a portion of the aerial vehicle while the motor is generatingthrust with the propeller.

As discussed above, the information collected by the sensors isprocessed to determine if the information corresponds with expectedinformation about the aerial vehicle. For example, the vibration ormovement information measurements collected from one or more sensors maybe compared to vibration or movements that are expected to occur duringoperation of the aerial vehicle. As another example, a frequency,amplitude, and/or intensity of sound of the motor measured by a sensormay be compared with an expected motor frequency, amplitude, and/orintensity of sound, and a variation determined. In still anotherexample, measured forces generated by the rotation of the motor andpropeller may be compared with expected forces that are known for themotor and propeller combination.

A determination may then be made as to whether each of the measurementsare within respective tolerance ranges, as in 610. The tolerance rangemay be any range around an expected output from one or more aspects ofthe aerial vehicle. For example, based on modeling of the aerialvehicle, it may be determined that a motor arm coupled to the motor thatis generating thrust is expected to move or vibrate up to threemillimeters (mm). A tolerance range may be a range that is plus or minusfrom the expected three mm. In other implementations, the tolerancerange may be wider or narrower. Likewise, different tolerance ranges mayexist for different measurements and/or different components of theaerial vehicle. For example, a tolerance range for a measured frequency,amplitude, and/or intensity variation may be a narrow range around afrequency, amplitude, and/or intensity that is expected to be generatedduring operation of the motor. As discussed above, a motor that isapproaching a failure will produce a different frequency, amplitude,and/or intensity of sound than expected.

If it is determined that the measurements are within the respectivetolerance ranges, the example process 600 completes, as in 612, and theshuttle continues to transport the aerial vehicle through the materialshandling facility toward a payload engagement station. However, if oneor more of the measurements are beyond a respective tolerance range, theaerial vehicle may be routed to a calibration station for fullcalibration of one or more sensors coupled to the aerial vehicle, as in604.

FIG. 7 is an example flow diagram illustrating a pre-flight structuraland mechanical validation process 700, according to an implementation.Similar to the example process 600 (FIG. 6), the example process 700 maybe periodically performed by an aerial vehicle. For example, each timean aerial vehicle is secured to a shuttle, the example process 700 maybe performed.

The example process 700 begins by obtaining one or more images of anaerial vehicle while the aerial vehicle is secured to a shuttle, as in702. The images may be obtained from any perspective around the aerialvehicle. In some implementations, a sufficient number of images may beobtained such that approximately every aspect of the aerial vehicle isrepresented in at least one of the obtained images.

The obtained images are processed and compared with known aerial vehicleinformation, as in 704. For example, an image may be processed todetermine a structural configuration of a portion of the aerial vehiclerepresented in the image. The determined structural configuration may becompared with a known or expected structural configuration of the aerialvehicle to confirm that the actual structural configuration, asdetermined from the images, corresponds to the expected structuralconfiguration of the aerial vehicle. In some implementations, allphysical components of the aerial vehicle, such as wings, frame, motorarms, screws, wires, propellers, motors, etc., may be determined fromthe images and compared with corresponding expected structuralcomponents for the aerial vehicle.

A determination is then made as to whether all compared physicalcomponents that were determined in the images are confirmed tocorrespond to the expected physical components of the aerial vehicle, asin 706. If it is determined that one or more of the determined physicalcomponents of the aerial vehicle do not correspond to the expectedphysical components, the aerial vehicle may be routed for a mechanicalreview, as in 708. A mechanical review may include a human agent, and/orrobotic unit to further analyze the portion of the aerial vehicledetermined to not correspond to the expected physical component.

If it is determined that all physical components are confirmed tocorrespond to the expected physical components of the aerial vehicle,the example process may send instructions to the aerial vehicle thatcause the aerial vehicle to activate one or more mechanical componentsof the aerial vehicle, as in 710. For example, the instructions maycause the aerial vehicle to mechanically operate different components ofthe aerial vehicle, including, but not limited to, ailerons, flaps,rudders, motors, cameras, lights, speakers, inventory engagementmechanism, etc.

As the mechanical components are activated, additional images and/orother sensor information is collected and processed, as in 711. Forexample, images that include representations of the mechanicalcomponents in operation may be processed to determine if the mechanicalcomponents are operating as expected. For example, one or more imageprocessing algorithms may be utilized to confirm expected movements orother functions performed by mechanical components as they are activatedby the aerial vehicle.

A determination is then made as to whether all mechanical components areoperational, as in 712. If it is determined that one or more of themechanical components are not operational, the example process returnsto block 708 and the aerial vehicle is routed for a mechanical review.However, if it is determined that all mechanical components of theaerial vehicle are operational, the example process 700 completes, as in714, and the shuttle continues to transport the aerial vehicle toward apayload engagement station.

FIG. 8 is a flow diagram illustrating an example channel sensorcalibration process 800, according to an implementation. The exampleprocess may be performed periodically for an aerial vehicle. Forexample, the example process 800 may be performed each time an aerialvehicle aerially navigates through a channel as it is departing amaterials handling facility.

Similar to the example processes 300 (FIG. 3) and 600 (FIG. 6), adetermination is made as to whether a calibration count has beenexceeded, as in 802. As discussed above, a calibration count may be anydefined quantity that when exceeded results in a full calibration of thesensors of the aerial vehicle. For example, the calibration count mayrelate to a number of flights performed by the aerial vehicle since alast full calibration, a number of times the aerial vehicle has aeriallynavigated through the channel since a full calibration, a number offlight hours of the aerial vehicle since a last calibration, or anyother criteria. If it is determined that the calibration count exceeds athreshold, instructions may be sent that cause the aerial vehicle toabort a flight plan and be routed to a calibration station for a fullsensor calibration, as in 804.

If the calibration count is not exceeded, instructions are sent thatcause the aerial vehicle to navigate through the channel, as in 806. Asdiscussed above with respect to FIG. 5, the channel may be any definedarea within a materials handling facility through which aerial vehiclesaerially navigate as part of a departure from the materials handlingfacility to deliver a payload to a delivery destination, such as acustomer specified delivery destination. In some implementations, thechannel includes multiple sides between or through which the aerialvehicle navigates. For example, the channel may include four sides, asillustrated in FIG. 5, three sides, two sides, one side, etc.

As the aerial vehicle aerially navigates through the channel, sensormeasurements are obtained with sensors of the aerial vehicle, as in 808.In some implementations, all sensors of the aerial vehicle may obtainmeasurements as the aerial vehicle navigates through the channel.Sensors may include, but are not limited to, cameras, depth sensors,altimeters, barometers, magnetic sensors, gyroscopes, navigation sensors(e.g., Global Positioning System (GPS), indoor positioning systemsensors, pitot sensors, motor speed sensors, power sensors, wirelessnetworking sensors, etc. As will be appreciated, the measurements fromthe sensors of the aerial vehicle may be used to determine a variety ofinformation about the aerial vehicle. For example, the sensorinformation may be used to determine an orientation, pose, heading,pitch, yaw, roll, acceleration, velocity, speed, altitude, RPM ofmotors, etc., that are occurring and as perceived by the aerial vehicleas the aerial vehicle navigates through the channel. Information aboutthe aerial vehicle and aerial vehicle sensor collected measurements arereferred to herein as processed information. Reference to processedinformation is intended to include one or more of the aerial vehiclecollected sensor measurements and/or aerial vehicle informationdetermined from the aerial vehicle collected sensor measurements.

In addition to obtaining sensor measurements from sensors of the aerialvehicle, sensor measurements obtained using sensors positioned withinthe channel may be collected as the aerial vehicle aerially navigatesthrough the channel, as in 810. As discussed above, any variety ofsensors may be positioned within the channel and configured to obtainmeasurements relating to the aerial vehicle as the aerial vehicleaerially navigates through the channel. Sensors within the channel mayinclude cameras, thermal sensors, x-ray sensors, positioning sensors,distance determining elements, including LIDAR sensors, SONAR sensors,time-of-flight sensors, microphones, etc. Similar to the sensormeasurements collected by the aerial vehicle sensors, sensormeasurements collected by the channel sensors may be used to determine avariety of actual information about the vehicle. For example, sensormeasurements collected by channel sensors may be used to determine anactual orientation, an actual pose, an actual heading, an actual pitch,an actual yaw, an actual roll, an actual acceleration, an actualvelocity, an actual speed, an actual altitude, actual RPM of motors,etc., that are occurring as the aerial vehicle navigates through thechannel. Measurements about the UAV that are collected by channelsensors and/or information determined from measurements collected bychannel sensors are referred to herein as actual information. Referenceto actual information is intended to include one or more of the channelcollected sensor measurements and/or UAV information determined from thechannel collected sensor measurements.

One or more of the processed information are then compared with arespective one or more of the actual information to determine avariation or difference between the two measurements, as in 812. Forexample, an altitude of the aerial vehicle as measured by an aerialvehicle sensor (processed information) may be compared to an actualaltitude of the aerial vehicle as determined by a distance determiningelement sensor of the channel. As another example, the pose of theaerial vehicle as perceived by the aerial vehicle (processedinformation) may be compared to an actual pose determined from thechannel sensors (actual information). For example, the channel sensorsmay determine the pose of the aerial vehicle based on images of theaerial vehicle or position information obtained from position trackingsensors.

A determination is then made as to whether one or more of the variationsresulting from the comparisons of the processed information and theactual information exceeds a correction threshold, as in 814. Acorrection threshold may be any defined amount of variation that is anupper limit that is allowable for continued operation of the aerialvehicle without a full calibration of the aerial vehicle sensors. Thecorrection threshold may vary for different aerial vehicles, differenttimes of day, different days of year, different destinations, etc. Inone implementation, the correction threshold may be exceeded if thevariation between the processed information and the actual informationis more than eight percent.

If it is determined that the variation exceeds the correction threshold,instructions are sent that cause the aerial vehicle to terminate aflight and be routed to a calibration station for a full sensorcalibration, as in 804. If it is determined that the correctionthreshold has not been exceeded, a determination is made as to whetherone or more of the variations are within a tolerance range, as in 816.The tolerance ranges may be any ranges of variations for differentsensors that are below the correction threshold. For example, atolerance range may be any variation between two percent and eightpercent of variation. In other implementations, the tolerance range maybe any variation below the correction threshold. A lower limit may bebeneficial as some variation between the processed information andactual information may be expected due to environmental conditionsand/or other factors acting upon the aerial vehicle and/or the sensorsof the aerial vehicle.

If it is determined that the variations are within respective toleranceranges, instructions are sent that result in an adjustment, or softwarecorrection of the one or more variations that are within the toleranceranges, as in 818. For example, adjustment instructions may be sent thatcause the aerial vehicle to adjust image information based on adifference determined as the variation. As another example, adjustmentinstructions may be sent that cause the aerial vehicle to adjust aheading information based on a difference determined between a perceivedheading determined from the aerial vehicle sensors (processedinformation) and an actual heading, as determined from the channelsensors (actual information).

Upon providing instructions to adjust or software correct the sensorcalibration(s), the example process returns to block 808 and continues.In some implementations, rather than returning to block 808 andcontinuing, the example process may complete and allow the aerialvehicle to continue flight toward a destination after the one or moresensors have been adjusted based on the variation. In still otherimplementations, no adjustment may be performed and, when the variationis within the tolerance range, operation of the aerial vehicle may beallowed to continue.

Returning to the example process described with respect to FIG. 8, if itis determined at decision block 816 that the variation is not within thetolerance range (i.e., the variation is below the tolerance range), theexample process completes, as in 820.

FIG. 9 depicts an environment 902 having identifiers with which anaerial vehicle 900 may perform sensor calibration validation duringflight, according to an implementation. As discussed herein, an aerialvehicle may aerially navigate through an environment, following a flightpath or flight plan, to a delivery destination. For example, the aerialvehicle may aerially navigate between a materials handling facility anda customer specified delivery destination at which the aerial vehiclewill deliver an item ordered by the customer.

As the aerial vehicle 900 navigates through the environment 902, theaerial vehicle may periodically obtain information about the environmentthat is used to verify calibration of one or more sensors of the aerialvehicle. Information about certain objects within the environment may beknown that can be used as reference points for sensor calibrationvalidation. For example, position information (e.g. GPS coordinates),size, color, height, etc., of buildings 908, 904 may be known andstored, for example, in a memory of the aerial vehicle, stored in a datastore of the aerial vehicle management system 950, etc. Likewise, somebuildings, such as building 904, may include identifying markers 906that are of a known size, shape, color, position, etc.

In the example of the buildings 904, 908, as the aerial vehiclenavigates past the buildings, sensor information (e.g., images,distance, etc.) corresponding to the buildings may be obtained by one ormore sensors of the aerial vehicle 900. For example, a camera of theaerial vehicle 900 may obtain images that include representations of thebuildings. As another example, a distance determining element maydetermine a distance between the buildings and the aerial vehicle.

The sensor information may then be processed and compared with actualinformation about the buildings to determine a variation between theprocessed information and the actual information about the buildings.For example, the images may be processed to determine size, shape,color, patterns etc., of the buildings represented in the images(processed information). That processed information may be compared toactual information about the building to determine a variation ordifference between the processed information and the actual informationabout the building. As another example, the distance between thebuilding, as measured by the distance determining element of the aerialvehicle, and the actual height of the building may be summed andcompared to an altitude as measured by an altimeter of the aerialvehicle to determine any variation between the two measurements.

As will be appreciated, any object within the environment for whichactual information is available to the aerial vehicle and/or the aerialvehicle management system 950 may be used to confirm one or more aerialvehicle sensor measurements. For example, the actual information (e.g.,location, size, shape, color, etc.) about roadways 914, signs 917,railroad tracks 910, bodies of water 912, graphical representations,projected patterns, etc., may be stored in a memory of the aerialvehicle and/or stored in a memory of the aerial vehicle control system.As the aerial vehicle is navigating through the environment, the aerialvehicle may obtain sensor measurements relating to one or more of theobjects within the environment and that information may be compared toactual information relating to the object to verify a calibration of oneor more sensors.

In some implementations, images of one or more celestial bodies 916(e.g., stars, moons, planets) may be obtained and the known position ofthose celestial bodies may be compared to positions of those celestialbodies as represented in the images. Such a comparison may be used toverify a calibration of the aerial vehicle camera and/or positioninginformation measured by a GPS of the aerial vehicle.

Likewise, in some examples, the aerial vehicle may know or be providedwith position information relating to a ground based transportation unit920 and the ground based transportation unit may include a unique marker922 that is visible to the aerial vehicle 900. Using such information,the aerial vehicle may obtain images that include representations of themarker 922 and process those images to verify a calibration of thecameras. Specifically, the representation of the marker may be comparedwith known information about the marker to verify the calibration of theaerial vehicle cameras. In a similar manner, one or more markers 915 maybe placed at known positions within the environment and the aerialvehicle may obtain images of the marker 915 when the marker is within afield of view of a camera of the aerial vehicle 900. The images of themarker may be processed and compared to known marker information toverify a calibration of the cameras of the aerial vehicle.

In some implementations, sensor calibration validation may be confirmedas part of a descent toward a delivery destination. For example, FIG. 10depicts a delivery destination 1001 prior to a delivery of an item by anaerial vehicle 1000, according to an implementation. As the aerialvehicle descends toward the delivery destination, one or more cameras1011 may obtain images of a marker 1018 positioned at the deliverydestination. The marker may be of a known size, shape, color, and/orinclude a known pattern. For example, the marker may be provided to acustomer by an electronic commerce retailer for placement at thedelivery destination to aid in identification of the deliverydestination and delivery of a payload.

The images of the marker 1018 obtained by cameras of the aerial vehiclemay be processed to determine a size, shape, color, position,orientation, pattern, etc., of the marker as represented in the imageand that processed information may be compared with actual informationabout the marker to verify that the camera is properly calibrated. Ifthe camera is not properly calibrated, the delivery of the payload thatcontains the customer ordered item(s) may be aborted. If the camera isproperly calibrated, descent of the aerial vehicle may continue and thepayload delivered to the delivery destination.

Sensor validation and/or health verification may also be performed asthe aerial vehicle departs the delivery destination following a deliveryof a payload. For example, FIG. 11 depicts a delivery destination 1101subsequent to a delivery of a payload 1120 by an aerial vehicle 1100,according to an implementation. For example, as the aerial vehicledescends toward the delivery destination, the aerial vehicle may heatone or more landing gears 1102-1, 1102-2 so that when the aerial vehiclelands at the delivery destination 1101 at least a portion of the heatfrom the landing gears 1102-1, 1102-2 is transferred to and warms thesurface upon which the aerial vehicle lands as part of the payload 1120delivery. Likewise, heat generated from the motors 1106-1, 1106-2,1106-3, 1106-4 may likewise transfer to the surface and heat at least aportion of the surface. The heated landing gear and the heat from themotors leave heat signatures 1112-1, 1112-2, 1116-1, 1116-2, 1116-3, and1116-4. Each of the heat signatures 1112-1, 1112-2, 1116-1, 1116-2,1116-3, and 1116-4 are of a known size, shape, intensity, orientation,position, etc. relative to the other heat signatures generated while theaerial vehicle is landed at the delivery destination. Based on thisknown information, a calibration of an aerial vehicle sensor, such as athermal imaging or infrared camera, may be verified and/or adjusted. Forexample, a thermal imaging camera may obtain images that include arepresentation of the heat signatures. The thermal images may beprocessed to generate processed information that provide an indicationof the size, shape, pattern, position, orientation, intensity, etc. ofthe heat signatures as represented in the obtained image. That processedinformation may be compared with actual information about the heatsignatures to determine a variation between the processed informationand the actual information. As discussed herein, if the variationexceeds a correction threshold, the aerial vehicle may be routed forfull sensor calibration. If the variation is within a tolerance range,the sensor may be adjusted (e.g., software adjusted) and operation ofthe aerial vehicle may continue.

In addition to confirming sensor calibration, the heat signatures mayalso be used to confirm operability of the motors. For example, if theaerial vehicle includes four motors, each motor will generate a heatsignature 1116-1, 1116-2, 1116-3, and 1116-4 at known locations at thedelivery destination while the aerial vehicle is landed at the deliverydestination. However, if one of the motors is not operating it may notgenerate a heat signature. When the aerial vehicle departs and generatesprocessed information and compares the processed information with actualinformation, the determined variation may also provide a confirmationthat all motor heat signatures were detected in the processedinformation. If one of the motor heat signatures is not detected, it canbe determined that the motor is not operating properly. In someimplementations, an intensity of the motor heat signatures representedin the processed information may be compared with an actual motor heatsignature intensity expected for the motors of the aerial vehicle. Ifthe intensity of the processed information does not correspond with theactual information, such variation may indicate that the motor isexperiencing mechanical problems. If a motor is determined to benon-operational and/or experiencing mechanical problems, flight of theaerial vehicle may be aborted.

As another example, as the aerial vehicle 1100 ascends from the deliverydestination, one or more images may be obtained that include arepresentation of the delivered payload 1120. As illustrated, thedelivered payload 1120 may include a unique identifier, marker orshipping label 1121 that is oriented toward the aerial vehicle as theaerial vehicle is ascending. The delivered payload 1120 and/or the label1121 or marker may have a known size, shape, color, position,orientation, pattern, etc. As the aerial vehicle ascends, the aerialvehicle may obtain one or more images that include a representation ofthe payload 1120 and/or the label 1121 included on the payload. Thoseimages may be processed to determine a size, shape, color, position,orientation, pattern, etc., of the payload and/or the label included onthe payload as represented in the image, and that processed informationmay be compared with the actual information about the payload and/orlabel included on the payload to determine a variation, as discussedherein.

FIG. 12 is a flow diagram illustrating an example in-flight sensorcalibration validation process 1200, according to an implementation. Theexample process 1200 begins by obtaining with a sensor coupled to theaerial vehicle, data representative of a known object within anenvironment, as in 1202. A known object may be any object for whichinformation about the object is known to the aerial vehicle and/or anaerial vehicle management system. Information about a known object mayinclude, but is not limited to, a size of the object, a color of theobject, a position of the object, an orientation of the object, a heightof the object, a shape of the object, a pattern on the object, etc. Theobtained data is then processed to determine information about theobject as represented in the data and that processed information iscompared with the known information about the object, as in 1204. Forexample, a size, shape, height, position, orientation, color, pattern,etc., of the object as represented in the data may be determined from aprocessing of the data. The processed information about the object, asdetermined from a processing of the data, is then compared to actualinformation about the object to determine a variation between theprocessed information about the object and the actual information aboutthe object.

A determination is then made as to whether the variation exceeds acorrection threshold, as in 1206. As discussed above, a correctionthreshold may be any defined amount of variation that is an upper limitthat is allowable for continued operation of the aerial vehicle withouta full calibration of the camera. The correction threshold may vary fordifferent aerial vehicles, different times of day, different days ofyear, different destinations, etc. In one implementation, thecalibration threshold may be exceeded if the variation between theprocessed information about the object and the actual information aboutthe object is more than eight percent.

If it is determined that the variation exceeds the correction threshold,instructions are sent that cause the aerial vehicle to terminate aflight and be routed to a calibration station for a full cameracalibration, as in 1208. If it is determined that the correctionthreshold has not been exceeded, a determination is made as to whetherthe variation(s) is within a tolerance range, as in 1210. The tolerancerange may be any range of variation below the correction threshold. Forexample, the tolerance range may be any variation between two percentand eight percent of variation. In other implementations, the tolerancerange may be any variation below the correction threshold. A lower limitmay be beneficial as some variation between the processed informationand actual information may be expected due to environmental conditionsand/or other factors impacting the image creation by the camera.

If it is determined that the variation is within a tolerance range,instructions are sent that result in an adjustment, or softwarecorrection of the variation, as in 1212. For example, adjustmentinstructions may be sent that cause the aerial vehicle to adjust imageinformation based on a difference determined as the variation. Uponproviding instructions to adjust or software correct the calibration,the example process returns to block 1202 and continues. In someimplementations, rather than returning to block 1202 and continuing, theexample process 1200 may complete and allow the aerial vehicle tocontinue flight toward a destination after the sensor has been adjusted.In still other implementations, no adjustment may be performed and,provided the variation is within the tolerance range, operation of theaerial vehicle may be allowed to continue.

Returning to the example described with respect to FIG. 12, if it isdetermined at decision block 1210 that the variation is not within thetolerance range (i.e., the variation is below the tolerance range), theexample process completes, as in 1214.

FIG. 13 is a flow diagram illustrating an example payload deliverysensor calibration validation process 1300, according to animplementation. The example process 1300 may be performed each time anaerial vehicle is approaching a delivery destination or otherwisedescending and/or departing a delivery destination. The example process1300 begins as the aerial vehicle descends toward a deliverydestination, as in 1302. As the aerial vehicle descends, datarepresentative of the delivery destination is obtained, as in 1304. Forexample, one or more images may be obtained using cameras of the aerialvehicle and those images may be processed to determine information aboutthe delivery destination, as in 1306. For example, a marker or otherobject of a known size, shape, color, position, orientation, pattern,etc., may be positioned at the delivery destination and the aerialvehicle may obtain data representative of the marker or other object.The obtained data may be processed to determine a size, shape, color,position, orientation, pattern, etc., of the marker as represented inthe data, referred to herein as processed information. The processedinformation determined from the data may then be compared with theactual information about the marker or other object that is positionedat the delivery destination to determine a variation between theprocessed information determined from the data and the actualinformation about the marker or other object, as in 1306.

A determination is then made as to whether the variation is below atolerance threshold, as in 1308. The tolerance threshold may be anyamount of variation above which it may not be safe to continue a descenttoward a delivery destination. The tolerance threshold may vary based ona variety of factors. For example, if the delivery destination is in aremote area that is not often or easily accessible to animals (e.g.,humans, dogs, cats), a first tolerance range may be utilized. If thedelivery destination is in an area where humans and/or other animals maybe present, such as a yard near a personal residence, a second, lowertolerance range may be utilized. Likewise, different tolerance rangesmay be used for different locations, different times of day, differentenvironmental conditions, etc.

If it is determined that the variation between the processed informationand the actual information exceeds the tolerance range, descent towardthe delivery destination is terminated and, thus, delivery is aborted,as in 1309. Delivery may be aborted to avoid any potential incidencebetween the aerial vehicle and another object at the deliverydestination.

If it is determined that the variation is below the tolerance threshold,the landing gear of the aerial vehicle may be heated, as in 1310. Forexample, the landing gear may be formed of a conductive material (e.g.,metal) that can be heated by the aerial vehicle. In another example, thelanding gear may include a heating element that can be activated to heatthe landing gear.

As the landing gear is heated, the aerial vehicle may continue todescend toward and eventually land at the delivery destination, as in1312, and deliver the payload to the delivery destination, as in 1314.For example, the aerial vehicle may land at the delivery destination anddisengage the payload engagement mechanism, thereby releasing thepayload from the aerial vehicle. As discussed above, the payload mayinclude an item ordered by a customer for delivery by an aerial vehicle.

Once the payload has been released and delivery completed, the aerialvehicle may takeoff from the delivery destination and ascend to adefined altitude, as in 1316. The defined altitude may be any definedaltitude above the delivery destination. For example, the definedaltitude may be approximately 2.5 meters. In other implementations, thedefined altitude may be higher or lower.

From the defined altitude, the aerial vehicle may obtain images,distance measurements and/or other data representative of the deliverydestination and the delivered payload, as in 1318. The images mayinclude digital still images (e.g., RGB images, greyscale or black andwhite images), and/or thermographic images. The distance information maybe obtained using a distance determining element, such as a time offlight sensor, SONAR, LIDAR, or any other sensor that can be used todetermine a distance between the sensor and another object.

The obtained images, distance information, and/or other data may then beprocessed and compared with known information about the deliverydestination, the delivered payload, heat signatures left at the deliverydestination from the landing gears and/or motors and the altitude of theaerial vehicle to determine a variation between the processedinformation determined from the images, the distance measurements,and/or other data and actual information about the delivery destination,the payload, and/or the heat signatures, as in 1320. For example, asize, shape, color, pattern, etc., of the payload, as determined from aprocessing of the images and/or other data that is representative of thepayload, may be compared with an actual size, shape, color, pattern, ofthe payload. As another example, a size, shape, position, orientation,pattern, intensity, etc., of the heat signatures left by the landinggear and/or the motors may be compared with known information about theexpected size, shape, position, orientation, pattern, intensity, etc.,of the heat signatures to determine a variation between the informationdetermined from a processing of the data (e.g., a thermographic image)and actual information known for the heat signatures of the aerialvehicle.

In some implementations, the variation between the heat signatures atthe delivery destination and the expected heat signatures may provide aconfirmation as to whether all motors of the aerial vehicle areoperating properly. For example, if the aerial vehicle includes eightmotors it should generate a heat signature pattern at the deliverydestination that includes a heat signature from each of the eight of themotors. Likewise, each of those motors should generate an intensity ofthe heat signature within an expected intensity range. When the heatsignature (e.g., pattern of motor heat signatures and/or intensity ofmotor heat signatures) generated at the delivery destination is comparedwith the expected heat signatures it can be confirmed whether all motorsare operating and/or whether one or more of the motors is not operatingas expected. For example, if one of the heat signatures of an expectedheat signature pattern is missing, the variation between the detectedheat signatures and the expected heat signatures provides an indicationthat one of the motors is not operating. Likewise, if one of the motorheat signatures detected at the delivery destination has an intensitythat is not within an expected intensity range, it may be determinedthat the motor generating that heat signature is not operating asexpected. If a motor is determined to be non-operational and/or notoperating as expected, continued flight of the aerial vehicle may beaborted.

Returning to FIG. 13, a determination is made as to whether any of thevariations exceed a respective correction threshold, as in 1322. Acorrection threshold may be any defined amount of variation that is anupper limit that is allowable for continued operation of the aerialvehicle without a full calibration of the respective sensor. Thecorrection thresholds may vary for different aerial vehicles, differentsensors of the same or different aerial vehicles, different times ofday, different days of year, different destinations, etc. In oneimplementation, the calibration thresholds may be exceeded if thevariation between the processed information and the actual informationis more than eight percent.

If it is determined that one or more variations exceed the respectivecorrection threshold, instructions are sent that cause the aerialvehicle to terminate a flight and be routed to a calibration station fora full calibration, as in 1324. In some instances, this may include theaerial vehicle ascending to a defined altitude (e.g., ninety meters) andnavigating directly to a calibration station. In other examples, it mayresult in the aerial vehicle descending and powering down at thedelivery destination or another safe area.

If it is determined that the respective correction thresholds have notbeen exceeded, a determination is made as to whether one or more of thedetermined variations are within a tolerance range, as in 1326. Thetolerance range may be any range of variation below a respectivecorrection threshold. For example, a tolerance range may be anyvariation between two percent and eight percent of variation. In otherimplementations, the tolerance range may be any variation below arespective correction threshold.

If it is determined that a variation is within a tolerance range,instructions are sent that result in an adjustment, or softwarecorrection of the variation, as in 1328. For example, adjustmentinstructions may be sent that cause the aerial vehicle to adjust imageinformation based on a difference determined as the variation. Uponproviding instructions to adjust or software correct the sensor, theexample process 1300 returns to block 1318 and continues. In someimplementations, rather than returning to block 1318 and continuing, theexample process may complete and allow the aerial vehicle to continueflight after the camera has been adjusted or a software adjustmentperformed based on the variation. In still other implementations, noadjustment may be performed and, provided the variation is within thetolerance range, operation of the aerial vehicle may be allowed tocontinue.

Returning to the example described with respect to FIG. 13, if it isdetermined at decision block 1326 that the variations are not withinrespective tolerance ranges (i.e., the variations are below therespective tolerance ranges), the example process completes and theaerial vehicle continues its flight away from the delivery destination,as in 1330.

While some of the examples discussed herein describe an aerial vehiclemanagement system processing sensor information (e.g., images) and/orcomparing processed information with actual information to determinevariations, in other implementations, the aerial vehicle may process thesensor information and/or compare the processed information with actualinformation. Accordingly, it will be appreciated that several aspects ofthe implementations described herein may be performed by the aerialvehicle, the aerial vehicle management system, and/or a combination ofthe aerial vehicle and the aerial vehicle management system.

FIG. 14 is a block diagram illustrating an example aerial vehiclecontrol system 1414. In various examples, the block diagram may beillustrative of one or more aspects of the aerial vehicle control system1414 that may be used to implement the various systems and methodsdiscussed herein and/or to control operation of the aerial vehiclesdescribed herein. In the illustrated implementation, the aerial vehiclecontrol system 1414 includes one or more processors 1402, coupled to amemory, e.g., a non-transitory computer readable storage medium 1420,via an input/output (I/O) interface 1410. The aerial vehicle controlsystem 1414 may also include electronic speed controls 1404 (ESCs),power supply modules 1406, a navigation system 1407, and/or a payloadengagement controller 1412. In some implementations, the navigationsystem 1407 may include an inertial measurement unit (IMU) 1408. Theaerial vehicle control system 1414 may also include a network interface1416, and one or more input/output devices 1418.

In various implementations, the aerial vehicle control system 1414 maybe a uniprocessor system including one processor 1402, or amultiprocessor system including several processors 1402 (e.g., two,four, eight, or another suitable number). The processor(s) 1402 may beany suitable processor capable of executing instructions. For example,in various implementations, the processor(s) 1402 may be general-purposeor embedded processors implementing any of a variety of instruction setarchitectures (ISAs), such as the x86, PowerPC, SPARC, or MIPS ISAs, orany other suitable ISA. In multiprocessor systems, each processor(s)1402 may commonly, but not necessarily, implement the same ISA.

The non-transitory computer readable storage medium 1420 may beconfigured to store executable instructions, data, flight paths, flightcontrol parameters, actual information about markers and/or objects,and/or data items accessible by the processor(s) 1402. Data items mayinclude, for example, images obtained from one or more of the imagingelements, distance information, shape information, size information,position information, orientation information, pattern information,combined image information (e.g., depth information), etc.

In various implementations, the non-transitory computer readable storagemedium 1420 may be implemented using any suitable memory technology,such as static random access memory (SRAM), synchronous dynamic RAM(SDRAM), nonvolatile/Flash-type memory, or any other type of memory. Inthe illustrated implementation, program instructions and dataimplementing desired functions, such as those described herein, areshown stored within the non-transitory computer readable storage medium1420 as program instructions 1422, data storage 1424 and flight controls1426, respectively. In other implementations, program instructions,data, and/or flight controls may be received, sent, or stored upondifferent types of computer-accessible media, such as non-transitorymedia, or on similar media separate from the non-transitory computerreadable storage medium 1420 or the aerial vehicle control system 1414.Generally speaking, a non-transitory, computer readable storage mediummay include storage media or memory media such as magnetic or opticalmedia, e.g., disk or CD/DVD-ROM, coupled to the aerial vehicle controlsystem 1414 via the I/O interface 1410. Program instructions and datastored via a non-transitory computer readable medium may be transmittedby transmission media or signals, such as electrical, electromagnetic,or digital signals, which may be conveyed via a communication mediumsuch as a network and/or a wireless link, such as may be implemented viathe network interface 1416.

In one implementation, the I/O interface 1410 may be configured tocoordinate I/O traffic between the processor(s) 1402, the non-transitorycomputer readable storage medium 1420, and any peripheral devices, thenetwork interface 1416 or other peripheral interfaces, such asinput/output devices 1418. In some implementations, the I/O interface1410 may perform any necessary protocol, timing or other datatransformations to convert data signals from one component (e.g.,non-transitory computer readable storage medium 1420) into a formatsuitable for use by another component (e.g., processor(s) 1402). In someimplementations, the I/O interface 1410 may include support for devicesattached through various types of peripheral buses, such as a variant ofthe Peripheral Component Interconnect (PCI) bus standard or theUniversal Serial Bus (USB) standard, for example. In someimplementations, the function of the I/O interface 1410 may be splitinto two or more separate components, such as a north bridge and a southbridge, for example. Also, in some implementations, some or all of thefunctionality of the I/O interface 1410, such as an interface to thenon-transitory computer readable storage medium 1420, may beincorporated directly into the processor(s) 1402.

The ESCs 1404 communicate with the navigation system 1407 and adjust therotational speed of each lifting motor and/or the thrusting motor tostabilize the UAV and guide the UAV along a determined flight path. Thenavigation system 1407 may include a GPS, indoor positioning system(IPS), IMU or other similar systems and/or sensors that can be used tonavigate the UAV 100 to and/or from a location. The payload engagementcontroller 1412 communicates with actuator(s) or motor(s) (e.g., a servomotor) used to engage and/or disengage items.

The network interface 1416 may be configured to allow data to beexchanged between the aerial vehicle control system 1414, other devicesattached to a network, such as other computer systems (e.g., remotecomputing resources), and/or with aerial vehicle control systems ofother UAVs. For example, the network interface 1416 may enable wirelesscommunication between the UAV that includes the control system 1414 andan aerial vehicle control system that is implemented on one or moreremote computing resources. For wireless communication, an antenna of anUAV or other communication components may be utilized. As anotherexample, the network interface 1416 may enable wireless communicationbetween numerous UAVs. In various implementations, the network interface1416 may support communication via wireless general data networks, suchas a Wi-Fi network. For example, the network interface 1416 may supportcommunication via telecommunications networks, such as cellularcommunication networks, satellite networks, and the like.

Input/output devices 1418 may, in some implementations, include one ormore displays, imaging devices, thermal sensors, infrared sensors, timeof flight sensors, accelerometers, pressure sensors, weather sensors,imaging elements (e.g., cameras), gimbals, landing gear, etc. Multipleinput/output devices 1418 may be present and controlled by the aerialvehicle control system 1414. One or more of these sensors may beutilized to assist in landing as well as to avoid obstacles duringflight.

As shown in FIG. 14, the memory may include program instructions 1422,which may be configured to implement the example processes and/orsub-processes described herein. The data storage 1424 may includevarious data stores for maintaining data items that may be provided fordetermining flight paths, landing, identifying locations for disengagingitems, engaging/disengaging the thrusting motors, processing sensorinformation, determining variations, etc. In various implementations,the parameter values and other data illustrated herein as being includedin one or more data stores may be combined with other information notdescribed or may be partitioned differently into more, fewer, ordifferent data structures. In some implementations, data stores may bephysically located in one memory or may be distributed among two or morememories.

The aerial vehicle control system 1414 may also include the sensorcontroller 1428. The sensor controller may communicate with the sensorsto receive sensor measurements and/or sensor information. Likewise, thesensor controller 1428 may also communicate with the aerial vehiclemanagement system to obtain actual information about objects and/ormarkers (or may store such information in a memory of the aerialvehicle), process obtained sensor information to generate processedinformation, and/or compare processed information with actualinformation to determine variations.

Those skilled in the art will appreciate that the aerial vehicle controlsystem 1414 is merely illustrative and is not intended to limit thescope of the present disclosure. In particular, the computing system anddevices may include any combination of hardware or software that canperform the indicated functions. The aerial vehicle control system 1414may also be connected to other devices that are not illustrated, orinstead may operate as a stand-alone system. In addition, thefunctionality provided by the illustrated components may, in someimplementations, be combined in fewer components or distributed inadditional components. Similarly, in some implementations, thefunctionality of some of the illustrated components may not be providedand/or other additional functionality may be available.

Those skilled in the art will also appreciate that, while various itemsare illustrated as being stored in memory or storage while being used,these items or portions of them may be transferred between memory andother storage devices for purposes of memory management and dataintegrity. Alternatively, in other implementations, some or all of thesoftware components may execute in memory on another device andcommunicate with the illustrated aerial vehicle control system 1414.Some or all of the system components or data structures may also bestored (e.g., as instructions or structured data) on a non-transitory,computer-accessible medium or a portable article to be read by anappropriate drive. In some implementations, instructions stored on acomputer-accessible medium separate from the aerial vehicle controlsystem 1414 may be transmitted to the aerial vehicle control system 1414via transmission media or signals such as electrical, electromagnetic,or digital signals, conveyed via a communication medium such as awireless link. Various implementations may further include receiving,sending, or storing instructions and/or data implemented in accordancewith the foregoing description upon a computer-accessible medium.Accordingly, the techniques described herein may be practiced with otheraerial vehicle control system configurations.

Although the subject matter has been described in language specific tostructural features and/or methodological acts, it is to be understoodthat the subject matter defined in the appended claims is notnecessarily limited to the specific features or acts described. Rather,the specific features and acts are disclosed as exemplary forms ofimplementing the claims.

What is claimed is:
 1. An unmanned aerial vehicle (UAV) flight departureverification apparatus comprising: a channel through which a UAVaerially navigates as the UAV is departing a materials handlingfacility; a plurality of sensors positioned within the channel andconfigured to obtain information about the UAV as the UAV aeriallynavigates through the channel, the plurality of sensors including: amicrophone positioned within the channel and configured to receive soundgenerated by the UAV as the UAV aerially navigates through the channel;a camera positioned within the channel and configured to form aplurality of images, each of the plurality of images including arepresentation of the UAV as the UAV aerially navigates through thechannel; and a distance determining element configured to determine adistance between the distance determining element and the UAV as the UAVaerially navigates through the channel; an aerial vehicle managementsystem in communication with each of the plurality of sensors and incommunication with the UAV, the aerial vehicle management systemconfigured to at least: receive channel information, the channelinformation including: the sound received from the microphone; theplurality of images formed by the camera; and distance informationrepresentative of the distance determined by the distance determiningelement; receive from the UAV, UAV information, the UAV informationincluding at least one of: revolution per minute (“RPM”) informationcorresponding to a motor of the UAV; altitude information correspondingto an altitude of the UAV; position information corresponding to aposition of the UAV; pose information corresponding to a pose of theUAV; heading information corresponding to a heading of the UAV; orvelocity information corresponding to a velocity of the UAV; process thechannel information and the UAV information to determine a plurality ofvariations between the channel information and the UAV information;determine that each of the plurality of variations are within arespective tolerance range; and for each of the plurality of variations,provide correction information to the UAV to alter a calibration of arespective sensor of the UAV, wherein the correction information isbased at least in part on the variation.
 2. The UAV flight departureverification apparatus of claim 1, wherein: the plurality of variationsinclude an RPM variation, the RPM variation determined based at least inpart on the RPM information corresponding to the motor of the UAV asreceived from the UAV and an actual RPM determined based at least inpart on a processing of the plurality of images; and the RPM variationcorresponds to a difference between the RPM information and the actualRPM.
 3. The UAV flight departure verification apparatus of claim 1,wherein: the plurality of variations include an altitude variation, thealtitude variation determined based at least in part on the altitudeinformation received from the UAV and an actual altitude of the UAVdetermined based at least in part on the distance information; and thealtitude variation corresponds to a difference between the altitudeinformation received from the UAV and the actual altitude.
 4. The UAVflight departure verification apparatus of claim 1, wherein: theplurality of variations include a position variation, the positionvariation determined based at least in part on the position informationreceived from the UAV and an actual position of the UAV determined basedat least in part on a processing of the plurality of images or based atleast in part on the distance information; and the position variationcorresponds to a difference between the position information receivedfrom the UAV and the actual position.
 5. The UAV flight departureverification apparatus of claim 1, wherein: the plurality of variationsinclude a pose variation, the pose variation determined based at leastin part on the pose information received from the UAV and an actual poseof the UAV determined based at least in part on a processing of theplurality of images; and the pose variation corresponds to a differencebetween the pose information received from the UAV and the actual poseof the UAV.
 6. The UAV flight departure verification apparatus of claim1, wherein: the plurality of variations include a heading variation, theheading variation determined based at least in part on the headinginformation received from the UAV and an actual heading of the UAVdetermined based at least in part on a processing of the plurality ofimages; and the heading variation corresponds to a difference betweenthe heading information received from the UAV and the actual heading. 7.The UAV flight departure verification apparatus of claim 1, wherein: theplurality of variations include a velocity variation, the velocityvariation determined based at least in part on the velocity informationreceived from the UAV and an actual velocity of the UAV determined basedat least in part on a processing of the plurality of images; and thevelocity variation corresponds to a difference between the velocityinformation received from the UAV and the actual velocity.
 8. Anunmanned aerial vehicle (“UAV”) sensor calibration method, comprising:detecting a UAV aerially navigating through a channel; collecting, witha plurality of sensors positioned within the channel, channelinformation that includes at least one of: an actual position of the UAVwithin the channel, a plurality of images, each of the plurality ofimages including a representation of the UAV as the UAV aeriallynavigates through the channel; or a sound generated by the UAV as theUAV aerially navigates through the channel; receiving from the UAV, UAVinformation, the UAV information including information recorded by oneor more of a plurality of sensors coupled to the UAV; processing thechannel information and the UAV information to determine a variationbetween the channel information and the UAV information; determiningthat the variation is within a tolerance range; and authorizing the UAVto continue a flight toward a destination.
 9. The method of claim 8,further comprising: in response to determining that the variation iswithin a tolerance range, providing correction information to the UAV toalter a calibration of at least one sensor, wherein the correctioninformation is based at least in part on the variation.
 10. The methodof claim 8, further comprising: determining that the variation does notexceed a correction threshold.
 11. The method of claim 8, wherein thevariation indicates a difference between the channel information and theUAV information.
 12. The method of claim 8, further comprising:receiving from the UAV, image information representative of an imageformed by a camera coupled to the UAV as the UAV is aerially navigatingthrough the channel, the image including a representation of at least aportion of the channel; and processing the image information todetermine an image variation between the at least a portion of thechannel as represented in the image and an actual at least a portion ofthe channel.
 13. The method of claim 12, wherein the actual at least aportion of the channel includes a marker having a known shape, a knownsize, and a known color.
 14. The method of claim 12, further comprising:determining that the image variation is within an image tolerance range;and allowing the UAV to continue a flight toward a destination.
 15. Anaerial vehicle calibration system, comprising: a channel through whichan aerial vehicle aerially navigates as the aerial vehicle departs amaterials handling facility; the channel including a plurality ofsensors configured to obtain information about the aerial vehicle as theaerial vehicle aerially navigates through the channel; an aerial vehiclemanagement system in communication with the plurality of sensors, theaerial vehicle management system configured to at least: process theinformation received from the plurality of sensors to determine if oneor more sensors coupled to the aerial vehicle needs calibration prior toa departure of the aerial vehicle from the materials handling facility;and in response a determination that one or more sensors of the aerialvehicle needs calibration, cause the one or more sensors of the aerialvehicle to be calibrated prior to the departure of the aerial vehiclefrom the materials handling facility.
 16. The aerial vehicle calibrationsystem of claim 15, wherein the one or more sensors are manuallycalibrated by an agent prior to departure of the aerial vehicle from thematerials handling facility.
 17. The aerial vehicle calibration systemof claim 15, wherein: the aerial vehicle management system processes theinformation to determine a variation for each of the one or more sensorscoupled to the aerial vehicle; and the aerial vehicle management systemis further configured to at least: determine that at least one variationexceeds a correction threshold; and cause the aerial vehicle is to berouted to a calibration station for a full calibration.
 18. The aerialvehicle calibration system of claim 15, wherein the plurality of sensorsinclude a camera, a distance determining element, a laser, or amicrophone.
 19. The aerial vehicle calibration system of claim 15,wherein the aerial vehicle management system is in communication withthe aerial vehicle and receives aerial vehicle information from theaerial vehicle as the aerial vehicle is aerially navigating through thechannel.
 20. The aerial vehicle calibration system of claim 19, whereinthe aerial vehicle management system processes the information receivedfrom the plurality of sensors to determine a variation between theinformation and the aerial vehicle information.